Variable torque motor/generator/transmission

ABSTRACT

The present disclosure is directed to an electric generator and motor transmission system that is capable of operating with high energy, wide operating range and extremely variable torque and RPM conditions. In accordance with various embodiments, the disclosed system is operable to: dynamically change the output “size” of the motor/generator by modularly engaging and disengaging rotor/stator sets as power demands increase or decrease; activate one stator or another within the rotor/stator sets as torque/RPM or amperage/voltage requirements change; and/or change from parallel to series winding configurations or the reverse through sets of 2, 4, 6 or more parallel, three-phase, non-twisted coil windings with switchable separated center tap to efficiently meet torque/RPM or amperage/voltage requirements.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation under 35 U.S.C. § 120 of U.S.patent application Ser. No. 17/094,475 (U.S. Pat. No. 11,362,611), filedNov. 10, 2020, which is a continuation under 35 U.S.C. § 120 of U.S.patent application Ser. No. 16/025,134 (U.S. Pat. No. 10,892,700), filedJul. 2, 2018, which is a continuation under 35 U.S.C. § 120 of U.S.patent application Ser. No. 15/808,188 (U.S. Pat. No. 10,014,812), filedNov. 9, 2017, which is a continuation under 35 U.S.C. § 120 of U.S.patent application Ser. No. 15/332,824 (U.S. Pat. No. 9,819,296), filedOct. 24, 2016, which is a divisional under 35 U.S.C. § 120 of U.S.patent application Ser. No. 14/815,733 (U.S. Pat. No. 9,479,037), filedJul. 31, 2015, entitled “VARIABLE TORQUE MOTOR/GENERATOR/ TRANSMISSION,”which claims the benefit under 35 U.S.C. §119(e) of U.S. ProvisionalApplication Ser. No. 62/032,468, filed Aug. 1, 2014, and titled“VARIABLE TORQUE GENERATOR/MOTOR;” U.S. Provisional Application Ser. No.62/146,694, filed Apr. 13, 2015, and titled “VARIABLE TORQUEGENERATOR/MOTOR;” and U.S. Provisional Application Ser. No. 62/146,725,filed Apr. 13, 2015, and titled “HYBRID MARINE PROPULSION SYSTEM.” U.S.patent application Ser. Nos. 62/032,468; 62/146,694; and 62/146,725 areherein incorporated by reference in their entireties.

BACKGROUND

The conversion between rotational power and electrical power has veryearly beginnings. The first electrical generator demonstrated was a“Faraday Disk” developed by Michael Faraday between 1831 and 1832. Alsoin 1832 the “Dynamo” was introduced by Hippolyte Pixii and thusdemonstrated the generator system used in industry having a field, rotorand commutator most of which are still common in modern generators,alternators and motors. During this same year 1832, a British inventornamed William Sturgeon demonstrated the first direct current (DC) motorcapable of turning machinery and soon after in 1837, Emily and ThomasDavenport patented the first commercialized version of the commutatortype DC electric motor.

Most modern electrical generators and motors resemble the early oneswith the exception of vast improvements in “air gap” distances where theolder machines lost huge amounts of efficiency due to large “air gaps”.Other advancements have been made to improve efficiency and commercialvalue throughout the years.

SUMMARY

A motor/generator/transmission can include one or more rotor/statorsets, where each rotor/stator set includes a rotor and two or morestators. In some embodiments, the rotor includes a ring of equallyspaced magnets circumscribing a center axis, and the stators eachinclude a ring of equally spaced cores with windings circumscribing acenter axis coaxial with the magnet ring. In embodiments, the windingsof the stator cores in the two or more stators are different and canproduce different torque-to-revolutions per minute (torque/rpm) and/oramperage-to-voltage (amp/volt) ratios when energized by the magneticfield of the rotor. The rotor magnet ring may be radially inside astator core ring or outside a stator core ring (e.g., so the magnets andthe stator core faces are radially opposite one another and separated bya gap). The rotor and stators can be moved relative to one another inthe axial direction to engage the magnetic field of the rotor magnetswith the interactive field of first stator windings, second statorwindings, possibly third or more stator windings, none of the statorwindings, and so forth.

In some embodiments, the stators and/or the magnet rings can be moved byactuators controlled by a common interconnected controller for therotor/stator sets. In some embodiments, the magnets may be permanentmagnets, electromagnets, and so forth. A magnet ring can be segmented,where each segment includes one or more magnets, and where the number ofsegments can be rotationally and/or magnetically balanced. Thus, thesegments can be moved in balanced sets to engage an electromagneticfield of the first stator, the second stator, or possibly additionalstators, increasing or decrease the power of a rotor/stator set. In someembodiments, the stator cores can be wound in multi-phases, were thewires at a center tap are separated and connected to a switchingmechanism and/or controller that can connect parallel, non twistedwindings in all parallel, all series, or two or more combinations inbetween, changing the volt/amp and rpm/torque ratios of the rotor/statorsets. In some embodiments, there can be two (2), four (4), six (6), ormore than six (6) parallel, non twisted wires in the core windings,producing two (2), three (3), four (4), or more than four (4)combinations of parallel, series or parallel/series combinationsrespectively.

In some embodiments, a motor/generator/transmission includes: a statorsupport extending longitudinally in a first direction, the statorsupport having a first interactive field element (e.g., a first stator)and a second interactive field element (e.g., a second stator) spacedapart from the first interactive field element in the first direction; arotor rotatably coupled with the stator support, the rotor having anaxis of rotation and a longitudinal support structure extending in thefirst direction; and at least a third interactive field element (e.g., amagnet, an electromagnet) slidably coupled with the longitudinal supportstructure to translate along the longitudinal support structure parallelto its axis of rotation between a first orientation where the firststator is engaged with the magnet, a second orientation where the secondstator is engaged with the magnet, and a third orientation where neitherthe first stator nor the second stator is engaged with the magnet.

In some embodiments, a propulsion system includes: a propulsion device;an engine to selectively power the propulsion device; a variable torquemotor/generator/transmission to selectively power the propulsion device;an energy storage device to store energy for powering the variabletorque motor/generator/transmission; and a controller to selectivelyoperate the propulsion system in a first mode where the variable torquemotor/generator/transmission supplies power to the propulsion device, asecond mode where the engine supplies power to both the propulsiondevice and the variable torque motor/generator/transmission, and/or athird mode where the engine and the variable torque motor generator bothsupply power to the propulsion device, where the variable torquemotor/generator/transmission supplies energy for storage in the energystorage device when the propulsion system is operated in the secondmode.

In some embodiments, a method of operating multi-phase stator windingsof a motor/generator/transmission includes connecting two or moremulti-phase stator windings of a stator of amotor/generator/transmission having a separated switchable center tap inseries with one another; operating the motor/generator/transmission at afirst torque while the two or more multi-phase stator windings areconnected in series with one another; connecting the two or moremulti-phase stator windings in parallel with one another; and operatingthe motor/generator/transmission at a second torque while the two ormore multi-phase stator windings are connected in parallel with oneanother, the second torque different than the first torque. For example,the center tap of the multi-phase stator windings is separated by aswitching system where sets of two or more, parallel non-twisted wiresof stator core windings may be switched so the windings are in serieswith one another to operate the motor/generator/transmission at a firsttorque; switched so the windings are in parallel with each other tooperate the motor/generator/transmission at a second torque; andswitched so the windings are in pairs or sets of three, where each pairor set of three is connected to other pairs or sets of three in seriesto operate the motor/generator/transmission at a third torque or afourth torque (e.g., between the first and second torques). In thismanner, a motor/generator/transmission can be configured usingelectronics to switch the torque/rpm ratio and/or the amp/volt ratio.

In some embodiments of this disclosure, a motor/generator/transmissionis mechanically and electronically reconfigurable to accommodatevariable torques. The motor/generator/transmission can include: a statorhaving a first multi-phase stator winding and a second multi-phasestator winding separated at a switchable center tap; a rotor rotatablycoupled with the stator, the rotor having an axis of rotation, at leastone of the stator or the rotor configured to translate parallel to theaxis of rotation between a first orientation where the stator is engagedwith the rotor, and a second orientation where the stator is disengagedfrom the rotor; and switching circuitry configured to connect the firstmulti-phase stator winding and the second multi-phase stator winding inseries in the first orientation while the motor/generator/transmissionis operated at a first torque, and connect the first multi-phase statorwinding and the second multi-phase stator winding in parallel in thefirst orientation while the motor/generator/transmission is operated ata second torque, the second torque different than the first torque.

This Summary is provided to introduce a selection of concepts in asimplified form that are further described below in the DetailedDescription. This Summary is not intended to identify key features oressential features of the claimed subject matter, nor is it intended tobe used as an aid in determining the scope of the claimed subjectmatter.

DRAWINGS

The Detailed Description is described with reference to the accompanyingfigures. The use of the same reference numbers in different instances inthe description and the figures may indicate similar or identical items.

FIG. 1 is a perspective view illustrating an electricmotor/generator/transmission, which may be connected to one or moreadditional electric motor/generator/transmissions in accordance withexample embodiments of the present disclosure.

FIG. 2 is an exploded perspective view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 1 , in accordance withan example embodiment of the present disclosure.

FIG. 3 is a partial side elevation view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 1 , in accordance withan example embodiment of the present disclosure.

FIG. 4 is a partial exploded perspective view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 1 , in accordance withan example embodiment of the present disclosure.

FIG. 5 is a side elevation view of a rotor for an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 1 , where magnets shownin a neutral position can be moved in sets.

FIG. 6 is a perspective view of the rotor illustrated in FIG. 5 , wherethree (3) sets of four (4) magnets each are moved from the neutralposition to be engaged with a stator.

FIG. 7 is a perspective view of the rotor illustrated in FIG. 5 , wherethree (3) additional sets of four (4) magnets each are moved from theneutral position to be engaged with a stator.

FIG. 8 is a perspective view of the rotor illustrated in FIG. 5 , whereall of the sets of magnets are moved from the neutral position to beengaged with a second stator.

FIG. 9 is a partial exploded perspective view of a rotor for an electricmotor/generator/transmission, such as the rotor illustrated in FIG. 5 ,in accordance with an example embodiment of the present disclosure,where an actuator for translating a set of magnets along a slideway isshown in detail.

FIG. 10 is a partial exploded perspective view of a rotor for anelectric motor/generator/transmission, such as the rotor illustrated inFIG. 5 , in accordance with an example embodiment of the presentdisclosure, where sets of magnets configured to translate along aslideway are shown in detail.

FIG. 11 is a top plan view of a rotor for an electricmotor/generator/transmission, such as the rotor illustrated in FIG. 5 ,in accordance with an example embodiment of the present disclosure,where the rotor includes cavities for receiving a plurality of actuatorsand corresponding sets of magnets.

FIG. 12 is a perspective view of two rotor end caps of modular rotorsfor an electric motor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 1 , in accordance withan example embodiment of the present disclosure, where the rotor endcaps includes opposing surface features for linking the rotor end capsof two or more adjacent rotors together.

FIG. 13 is a perspective view illustrating an electricmotor/generator/transmission, which may be connected to one or moreadditional electric motor/generator/transmissions in accordance withexample embodiments of the present disclosure.

FIG. 14 is an exploded perspective view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 13 , in accordance withan example embodiment of the present disclosure.

FIG. 15 is an exploded perspective view of a rotor for an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 13 , in accordance withan example embodiment of the present disclosure.

FIG. 16 is a perspective view of a rotor for an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 13 , in accordance withan example embodiment of the present disclosure.

FIG. 17 is a cross-sectional side elevation view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 13 , in accordance withan example embodiment of the present disclosure, where a rotor includesa set of magnets, shown in a neutral position.

FIG. 18 is cross-sectional side elevation view of the electricmotor/generator/transmission illustrated in FIG. 17 , where the set ofmagnets is moved from the neutral position to be engaged with a firststator.

FIG. 19 is a perspective view illustrating an electricmotor/generator/transmission, which may be connected to one or moreadditional electric motor/generator/transmissions in accordance withexample embodiments of the present disclosure.

FIG. 20 is an exploded perspective view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 19 , in accordance withan example embodiment of the present disclosure.

FIG. 21 is a partial exploded perspective view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 19 , in accordance withan example embodiment of the present disclosure.

FIG. 22 is a partial exploded perspective view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 19 , in accordance withan example embodiment of the present disclosure.

FIG. 23 is a cross-sectional side elevation view of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in FIG. 19 , in accordance withan example embodiment of the present disclosure, where a rotor includesa set of magnets, shown in a neutral position.

FIG. 24 is cross-sectional side elevation view of the electricmotor/generator/transmission illustrated in FIG. 23 , where the set ofmagnets is moved from the neutral position to engage the first statorwith the rotor.

FIG. 25 is a diagrammatic illustration of separated center three-phasestator winding assemblies in accordance with example embodiments of thepresent disclosure.

FIG. 26 is a diagrammatic illustration of a two-wire separated statorwinding assembly in accordance with example embodiments of the presentdisclosure.

FIG. 27 is a diagrammatic illustration of a four-wire separated statorwinding assembly in accordance with example embodiments of the presentdisclosure.

FIG. 28 is a diagrammatic illustration of a six-wire separated statorwinding assembly in accordance with example embodiments of the presentdisclosure.

FIG. 29 is a diagrammatic illustration of stator winding sets in aparallel gear configuration in accordance with example embodiments ofthe present disclosure.

FIG. 30 is a diagrammatic illustration of stator winding sets in apartially parallel/partially series gear configuration in accordancewith example embodiments of the present disclosure.

FIG. 31 is another diagrammatic illustration of stator winding sets in apartially parallel/partially series gear configuration in accordancewith example embodiments of the present disclosure.

FIG. 32 is a diagrammatic illustration of stator winding sets in aseries gear configuration in accordance with example embodiments of thepresent disclosure.

FIG. 33 is a diagrammatic illustration of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in any of FIGS. 1 through 24 ,in a hybrid vehicle in accordance with example embodiments of thepresent disclosure.

FIG. 34 is a diagrammatic illustration of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in any of FIGS. 1 through 24 ,in a hybrid marine propulsion system in accordance with exampleembodiments of the present disclosure.

FIG. 35 is another diagrammatic illustration of an electricmotor/generator/transmission, such as the electricmotor/generator/transmission illustrated in any of FIGS. 1 through 24 ,in a hybrid marine propulsion system in accordance with exampleembodiments of the present disclosure.

DETAILED DESCRIPTION

To date more than 99.9% of electricity generated worldwide is from someform of generator with rotational movement. Solar panels account forabout 0.05%. Between 65 and 70% of the world industrial power and about57% of all consumed power is used by electric motors. This relates to anestimated 16,000-plus terawatt-hours (TWh) annual consumption ofelectrical power worldwide. Due to this trend of consumption andefficiency improvement, conventional modern electrical generators andmotors can operate in the 90 to 98% efficiency range near their ratedrevolutions per minute (RPM) and torque specifications. For this reasonit is thought that the modern generator and motor industries are verymature and small incremental improvements can be made. However, whilethe narrow band of high efficiency rating in generators and motors ishigh, when these same generators and motors are operating outside thespecified RPM and/or torque rating, the efficiencies dramaticallydecrease sometimes as low as 30 to 60%.

While most conventional generation systems use a continuous RPM andtorque power source, renewable energies that are now emerging have muchgreater RPM and torque changes, as the power source is variable,untimely and most times unpredictable. As our capacity in conventionalgeneration and distribution is reached, the need for generators in therenewable energies to be sensitive to this torque and still be efficientcan be a very high priority. Likewise in the motor sector there exists agreater need for wider operating ranges with high efficiency for theindustrial use and especially in the transportation sector as the demandfor hybrid and “plug in” electric vehicles increases exponentially. Anelectrical motor's efficiency rarely stays constant, as the real worldoperating conditions require starts, stops and variable loads.

The modern day vehicle alternator converts some of the rotational powerof the combustion engine into electrical power in order to operate theelectronics and maintain battery charge. These alternators generally are50 to 60% efficient. In 2007 there were about 806 million vehicles andtoday it is estimated to exceed a billion in operation. Almost 16% ofmanmade CO₂ comes from these vehicles. Even a small amount of efficiencyimprovement in these alternators can make a dramatic improvement infewer emissions and a considerable decrease in fuel consumption. Thisalternator efficiency loss is due primarily to air gap andinefficiencies in the rotor coil system (electromagnet). Permanentmagnets in the rotor are not generally used in vehicular alternators dueto the inability to regulate the output for variable loads efficiently.

Permanent magnet alternators (PMA) are used in small wind machinestoday. They typically have a high startup speed, as cogging of the rotorand the natural magnetic attraction of the stator tend to require asubstantial minimum wind speed in order to overcome this limitation.They also lack the RPM range required to produce efficient power in thelower speed range as well as having a current limitation at very highwind speeds. They do not have the ability to regulate their output asthe construction allows maximum power production at a given RPM. Thestator selection limits the maximum current or voltage; it has a verylimited efficiency range.

With medium to large wind systems, they use large generators that areconverted to DC, and then power invertors that follow the power grid anddistribute this current to the grid. This conversion comes with lostefficiency and heat production. This also limits the turbine startupspeed and maximum output power. In large wind turbines, synchronous3-phase generators can be used that usually have the rotor powered bythe electrical grid in order to tie into the power grid frequency. Whileusing the power inverter system to regulate the output power, they loseefficiency as well as limiting the turbine RPM range. Other renewableenergy system generators such as tidal and wave generators have the sameproblems with efficiency loss due to limited RPM and torque ranges forthe wide variations in RPM and torque range of these systems.

The use of permanent magnet motors in hybrid and “plug-in” electricvehicles has a very limited efficiency range as well. These motors liketheir PMA counterparts are limited by their construction in RPM, torqueand current usage. They also have a problem with back EMF and extremedrag while in coast mode due to the permanent magnet passingcontinuously by the iron core of the stator.

The present disclosure is directed to an electric generator and motortransmission system that is capable of operating with high energy, wideoperating range and extremely variable torque and RPM conditions. Thisdisclosure utilizes the variability of renewable resources such asinconsistent wind speed, untimely ocean wave movement or braking energyin a hybrid vehicle and more efficiently increases the generatingpotential that conventional generators cannot do. On the motor side, thedisclosure produces a variable range of torque/RPM possibility to moreefficiently meet the requirements of hybrid vehicles. The system canactually dynamically change the output “size” of the motor/generator bymodularly engaging and disengaging rotor/stator sets as power demandsincrease or decrease and as torque/RPM or amperage/voltage requirementschange activate one stator or another within the rotor/stator sets andcan change from parallel to series winding or the reverse through setsof 2, 4, 6 or more parallel, three phase, non-twisted coil windings tomeet the torque/RPM or amperage/voltage requirements at optimum ornearly optimum efficiency. The disclosed motor system also increases thevariability of hybrid and “plug-in” electric vehicles, e.g., byincreasing the operating range, battery life, longevity of the device,cost effectiveness and ease of retrofitting.

Example Implementations—Motor/Generator Including Rotor(s) withSelectively Moveable Interactive Field Elements

Referring generally to FIGS. 1 through 12 , electricmotor/generator/transmissions are described in accordance withembodiments of this disclosure. FIG. 1 shows an electricmotor/generator/transmission 100, which in some embodiments can beconnected to one or more additional electricmotor/generator/transmissions 100. As shown in FIG. 2 , electricmotor/generator/transmission 100 includes a rotor/stator housing 102 anda rotor 104 rotatably coupled with the rotor/stator housing 102. Therotor 104 has an axis of rotation 106 and a longitudinal supportstructure 108 that extends in a first direction (e.g., in the directionof the axis of rotation 106). The rotor/stator housing 102 also extendslongitudinally in the first direction and includes two or more stators(e.g., a first stator 110, a second stator 112, and possibly a thirdstator, and so on), where each stator includes a set of interactivefield elements (e.g., stator coils or windings). In embodiments of thedisclosure, the interactive field elements are spaced apart from oneanother in the first direction. In some embodiments, the rotor/statorhousing 102 can be implemented using a housing and/or casing, which mayprovide, for instance, three or more stator positions, such as statorpositions A, B, and/or C described with reference to FIG. 3 . In thisexample, the stator 110 and/or the stator 112 can be firmly secured toan inner wall of a casing in the stator positions A, B, and/or C.

The rotor 104 includes multiple interactive field elements (e.g.,magnets 114, which can be, for example, permanent magnets,electromagnets, etc.) slidably coupled with the longitudinal supportstructure 108 to translate along the longitudinal support structure 108parallel to the axis of rotation 106. In some embodiments, the rotor 104may provide, for instance, three or more positions for the magnets 114.For example, a magnet 114 can be positioned at one of the statorpositions A, B, and/or C. As described herein, one of the positions canbe a neutral position, such as stator position A, which does notcorrespond to a stator. In this example, stator position B correspondsto stator 110, and stator position C corresponds to stator 112.

As used herein, the term “interactive field element” can include a fieldelement of a rotor or a stator that is configured to electromagneticallyinteract with a complimentary field element. For example, interactivefield elements can include magnets (e.g., permanent magnets orelectromagnets) configured to interact with coils or vice versa. In someembodiments, a rotor can include magnets configured to interact withstator coils. In other embodiments, the stator can include magnetsconfigured to interact with rotor coils. The foregoing embodiments areprovided by way of example; however, it is noted that any combination ofcomplimentary interactive field elements can be implemented in arotor/stator set.

In embodiments of the disclosure, the stator 110 and the stator 112 mayeach have different cores and/or winding configurations so thatoperating characteristics of an electric motor/generator/transmission100 can be changed when a magnet 114 translates between an orientationcorresponding to stator position C, where the stator 112 is engaged withthe magnet 114; an orientation corresponding to stator position B, wherethe stator 110 is engaged with the magnet 114; and an orientationcorresponding to stator position A, where neither the stator 110 nor thestator 112 is engaged with the magnet 114. It should be noted that theorder of stator positions A, B, and C is provided by way of example andis not meant to limit the present disclosure. In other embodiments, aneutral stator position can be positioned between two stators. A neutralstator position can also be at a different end of the electricmotor/generator/transmission 100. Further, an electricmotor/generator/transmission 100 can include more than one neutralposition and so forth.

Referring now to FIGS. 4 through 8 , an electricmotor/generator/transmission 100 may include a central shaft (e.g., alarge diameter rotor shaft 116) that defines rotor shaft magnetslideways 118. In some embodiments, the rotor shaft 116 may be hollow,defining one or more cavities, which can include additional equipmentfor an electric motor/generator/transmission 100. In some embodiments,one or more of the magnets 114 can include multiple permanent magnetssupported in holders, which can be slidably attached to an outer surfaceof the rotor shaft 116, forming a peripheral ring around thecircumference of the rotor shaft 116. The magnets 114 can be axiallylocated on the shaft in the neutral stator position A, and can be moved(e.g., in sets of magnets) to stator position B and/or stator positionC. For example, with reference to FIG. 6 , three (3) sets of four (4)permanent magnets each are moved from the neutral stator position A tobe engaged by the stator 110. In embodiments of the disclosure, themagnets 114 can be equally spaced on the periphery of the rotor shaft116 and can be moved by an actuator to stator position B, where theouter peripheral surface of the magnets 114 is at a defined minimaldistance (e.g., gap) from the inner peripheral surface of the stator 110core surface, causing electricity to flow in the stator 110 as the rotor104 rotates if acting as a generator, or causing the rotor 104 to rotateif electric current is supplied to the stator 110 from an externalsource.

With reference to FIG. 7 , three (3) additional sets of four (4)permanent magnets each can be moved from the neutral stator position Ato be engaged by the stator 110. In this configuration, the power outputof the electric motor/generator/transmission 100 can be at leastapproximately doubled when acting as a generator with respect to theconfiguration described with reference to FIG. 6 . In another example,the torque of the electric motor/generator/transmission 100 can be atleast approximately doubled when acting as a motor under constantvoltage with respect to the configuration described with reference toFIG. 6 . Further, when the remaining three (3) sets of four (4)permanent magnets each are moved from the neutral stator position A tobe engaged by the stator 110, the power output of the electricmotor/generator/transmission 100 can be at least approximately tripledwhen acting as a generator, and/or the torque of the electricmotor/generator/transmission 100 can be at least approximately tripledwhen acting as a motor under constant voltage.

However, these examples are not meant to limit the present disclosure.In other embodiments, one magnet can be implemented per holder, with anactuator moving each magnet independently. In a further example, all ofthe magnets can be included in a single ring holder, which can move themagnets from position to position as a unit (e.g., actuated by a singleactuator and/or multiple actuators). For example, a magnet configurationcan be selected to balance centrifugal, magnetic, and/or electricalforces acting on the system. With reference to FIG. 8 , all sets of thepermanent magnets (e.g., nine (9) total) on the periphery of the rotorshaft 116 can be moved from the neutral stator position A to statorposition C to be engaged by the stator 112. Note they can be moved tothe second stator as a group from neutral or individually but whenmoving from a first stator to a second stator the electrical connectionto or from the first stator is disconnected prior to engaging the secondstator except where the first and second stators are wired separately.In another embodiment, the system includes a second electric bus to andfrom the second stator. As described herein, the different statorwindings 110 and 112 can provide different power, torque, amperage,and/or voltage capacities and efficiencies. In some embodiments, acontroller can be used to send commands to the actuators of each set ofmagnets to move them in and out of stator positions to achieve enhancedefficiency under widely varying input and output conditions, such aswind powered generators, motors for city busses, and so forth.

Referring now to FIGS. 9 through 11 , an actuator 120 (e.g., a steppermotor, linear actuator, or the like) can be directly or indirectlycoupled with a magnet or set of magnets 114. In some embodiments (e.g.,as shown in FIG. 9 ), the actuator 120 can be configured to rotate oneor more gears 124 to turn a threaded shaft 122, thereby causing themagnets 114 to move up or down the shaft 122 to a desired position. Asshown in FIGS. 10 and 11 , the rotor shaft 116 can include a pluralityof cavities 126 for receiving a plurality of actuators 120 andassociated components (e.g., threaded shaft 122 and one or more gears124).

In embodiments of the disclosure, multiple electricmotor/generator/transmissions 100 can be connected together (e.g.,end-to-end as described with reference to FIG. 1 ). For example, thelongitudinal support structure 108 of the rotor 104 can be configured asa modular shaft, and multiple modular shafts can be connected togetherto form, for instance, a common axle. In some embodiments, each electricmotor/generator/transmission 100 can include one or more endplates 128(e.g., such the endplates 128 illustrated in FIG. 12 ), which caninclude bearings (e.g., rotary bearings) for the rotor 104. In someembodiments, the endplates 128 of two or more electricmotor/generator/transmissions 100 can be connected together to allowadditional electric motor/generator/transmissions 100 to be added inline(e.g., under a common control system to form larger and more powerfulunits with variable torque and/or power capabilities).

In some embodiments, modular rotor endplates 128 fixedly connected toindividual rotors 104 can be connected together when the endplates 128are connected, e.g., by interfacing one or more features on a surface ofone rotor endplate 128, such as machined indentations 130, with one ormore matching features on a surface of another rotor endplate 128, suchas protrusions 132 (e.g., as described with reference to FIG. 12 ). Theprotrusions 132 can be mated with the indentations 130 when the end ofone electric motor/generator/transmission 100 is joined to the end of asecond electric motor/generator/transmission 100, causing the torque androtation of the rotor 104 of one rotor/stator set to be transferred tothe rotor 104 of the second rotor/stator set through the rotor endplates128, and causing large diameter rotor shafts of both electricmotor/generator/transmissions 100 to act as a common axle. In someembodiments, a rotor endplate 128 can also include bearings (e.g.,rotary bearings) for the rotor 104. In some embodiments, a rotorendplate 128 in union with another endplate 128 can include rotorbearings.

However, the configuration described with reference to FIG. 12 isprovided by way of example only and is not meant to limit the presentdisclosure. In other embodiments, one electricmotor/generator/transmission 100 set can be connected to anotherelectric motor/generator/transmission 100 using a different technique.For example, in some embodiments, a central opening 134 in a rotorendplate 128 can be shaped (e.g., machined to create a spline and/or akeyed coupling) so that multiple rotor endplates 128 of respectiveelectric motor/generator/transmissions 100 can be connected to, forinstance, a common axle extending through the centers of the electricmotor/generator/transmissions 100. In this configuration, the rotorendplates 128 may structurally accommodate the maximum torque generatedby a single electric motor/generator/transmission 100, e.g., as opposedto the combined torque of multiple units transferred by mated rotorendplates 128 (as described with reference to FIG. 12 ). Further, insome embodiments, an electric motor/generator/transmissions 100 may notnecessarily include rotor endplates 128, e.g., where an interior of thelongitudinal support structure 108 of the rotor 104 is shaped (e.g.,machined to create a spline and/or a keyed coupling) so that multiplelongitudinal support structures 108 of respective electricmotor/generator/transmissions 100 can be connected to, for instance, acommon axle. In some embodiments, the matching key ways shown on therotor endplates 128 may not be needed, for example, where the shaft 108is splined or otherwise connected to a through axel. Note that thehollow shaft with the large center hole can also serve the purpose ofretrofitting an existing vehicle since the means of connecting it to thedrive system is to run the drive shaft through the hollow shaft andconnect it with friction bearings or otherwise.

Example Implementations—Motor/Generator Including Selectively MoveableRotor(s)

Referring generally to FIGS. 13 through 18 , electricmotor/generator/transmissions are described in accordance withadditional embodiments of this disclosure. FIG. 13 shows an electricmotor/generator/transmission 200, which in some embodiments can beconnected to one or more additional electricmotor/generator/transmissions 200. As shown in FIG. 14 , electricmotor/generator/transmission 200 includes a stator 202 and a rotor 204rotatably coupled with the stator 202. The rotor 204 has an axis ofrotation 206 and a longitudinal support structure 208 that extends in afirst direction (e.g., in the direction of the axis of rotation 206).The stator 202 also extends longitudinally in the first direction andincludes one or more interactive field elements (e.g., a firstinteractive field element 210, a second interactive field element 212,and possibly a third interactive field element, a fourth interactivefield element, and so on). In embodiments of the disclosure, theinteractive field elements are spaced apart from one another in thefirst direction. The rotor 204 includes one or more interactive fieldelements (e.g., an interactive field element 214) slidably coupled withthe longitudinal support structure 208 to translate along thelongitudinal support structure 208 parallel to the axis of rotation 206.

In embodiments of the disclosure, the stator winding 210 and the statorwinding 212 may each have different cores and/or winding configurationsso that operating characteristics of an electricmotor/generator/transmission 200 can be changed when the interactivefield element 214 translates between an orientation corresponding to afirst stator position, where the stator winding 212 is engaged with theinteractive field element 214; an orientation corresponding to a secondstator position, where the stator winding 210 is engaged with theinteractive field element 214; and an orientation corresponding to athird position, where neither the stator winding 210 nor the statorwinding 212 is engaged with the interactive field element 214. It shouldbe noted that the order of stator positions is provided by way ofexample and is not meant to limit the present disclosure. In otherembodiments, a neutral stator position can be positioned between twostators. A neutral stator position can also be at a different end of theelectric motor/generator/transmission 200 or between stators. Further,an electric motor/generator/transmission 200 can include more than oneneutral position and so forth.

Referring now to FIGS. 15 through 18 , the electricmotor/generator/transmission 200 may include a central shaft (e.g., alarge diameter rotor shaft 208) that defines rotor shaft magnetslideways 228. In some embodiments, the rotor shaft 208 may be hollow,defining one or more cavities, which can include additional equipmentfor an electric motor/generator/transmission 200. In some embodiments,the interactive field element 214 can include multiple permanent magnetssupported by a holder, which can be slidably attached to an outersurface of the rotor shaft 208, forming a peripheral ring around thecircumference of the rotor shaft 208. The magnets 214 can be axiallylocated on the shaft in the neutral stator position, and can be moved(e.g., in sets of magnets) to the first stator position B and/or secondstator position. For example, with reference to FIGS. 17 and 18 , theinteractive field element 214 can be moved from the neutral statorposition to be engaged by the stator winding 210. In embodiments of thedisclosure, the magnets 214 can be equally spaced on the periphery ofthe rotor shaft 208 and can be moved by an actuator, where the outerperipheral surface of the magnets 214 is at a defined minimal distance(e.g., gap) from the inner peripheral surface of the stator winding 210core surface, causing electricity to flow in the stator winding 210 asthe rotor 204 rotates if acting as a generator, or causing the rotor 204to rotate if electric current is supplied to the stator winding 210 froman external source.

As described herein, the different stator windings 210 and 212 canprovide different power, torque, amperage, and/or voltage capacities andefficiencies. In some embodiments, a controller can be used to sendcommands to the actuator the magnets to move them in and out of statorpositions to achieve enhanced efficiency under widely varying input andoutput conditions, such as wind powered generators, motors for citybusses, and so forth. In embodiments, an actuator 230 (e.g., a steppermotor, linear actuator, or the like) can be directly or indirectlycoupled with the interactive field element 214. For example, theactuator 230 can include a driving end 232 and a mounting plate 234configured to engage a primary driving gear 220. In some embodiments,the actuator 230 can be configured to rotate one or more gears (e.g.,gear 220 which drives gears 222) to turn threaded shaft 224 havingholders 226 mounted to the interactive field element 214, therebycausing the interactive field element 214 to move up or down the shaft228 to a desired position. In embodiments, the rotor shaft 208 caninclude a central cavity for receiving the actuator 230 and can includeadditional cavities for receiving associated components (e.g., threadedshafts 224 coupled with gears 222).

In embodiments of the disclosure, multiple electricmotor/generator/transmissions 200 can be connected together (e.g.,end-to-end as described with reference to FIG. 13 ). For example, thelongitudinal support structure 208 of the rotor 204 can be configured asa modular shaft, and multiple modular shafts can be connected togetherto form, for instance, a common axle. In some embodiments, each electricmotor/generator/transmission 200 can include one or more endplates 216,which can include bearings (e.g., rotary bearings) for the rotor 204. Insome embodiments, the endplates 216 of two or more electricmotor/generator/transmissions 200 can be connected together to allowadditional electric motor/generator/transmissions 200 to be added inline(e.g., under a common control system to form larger and more powerfulunits with variable torque and/or power capabilities).

In some embodiments, a central opening in a rotor endplate 216 can beshaped (e.g., machined to create a spline and/or a keyed coupling) sothat multiple rotor endplates 216 of respective electricmotor/generator/transmissions 200 can be connected to, for instance, acommon axle extending through the centers of the electricmotor/generator/transmissions 200. For example, the longitudinal supportstructure 208 (e.g., rotor shaft) of a first electricmotor/generator/transmissions 200 can include a driving member 218configured to extend into a receiving cavity of a rotor endplate 216 ofan adjacently positioned second electric motor/generator/transmissions200. In other embodiments, an electric motor/generator/transmission 200may not necessarily include rotor endplates 216, e.g., where an interiorof the longitudinal support structure 208 of the rotor 204 is shaped(e.g., machined to create a spline and/or a keyed coupling) so thatmultiple longitudinal support structures 208 of respective electricmotor/generator/transmissions 200 can be connected to, for instance, acommon axle.

Example Implementations—Motor/Generator Including Selectively MoveableStator(s)

Referring generally to FIGS. 19 through 24 , electricmotor/generator/transmissions are described in accordance withadditional embodiments of this disclosure. FIG. 19 shows an electricmotor/generator/transmission 300, which in some embodiments can beconnected to one or more additional electricmotor/generator/transmissions 300. As shown in FIGS. 20 through 24 , theelectric motor/generator/transmission 300 includes a stator 302 and arotor 304 rotatably coupled with the stator 302. The rotor 304 has anaxis of rotation 306 and a longitudinal support structure 308 thatextends in a first direction (e.g., in the direction of the axis ofrotation 306). The stator 302 also extends longitudinally in the firstdirection and includes one or more interactive field elements (e.g., afirst interactive field element 310, a second interactive field element312, and possibly a third interactive field element, a fourthinteractive field element, and so on). In embodiments of the disclosure,the interactive field elements are spaced apart from one another in thefirst direction. The rotor 304 includes one or more interactive fieldelements (e.g., an interactive field element 314 coupled with thelongitudinal support structure 308.

In embodiments of the disclosure, the stator winding 310 and the statorwinding 312 are actuatable between three or more positions. The statorwinding 310 and the stator winding 312 can be contained within a statorcage or coupled to any other support structure that is moveable by anactuator. The stator winding 310 and the stator winding 312 may eachhave different cores and/or winding configurations so that operatingcharacteristics of an electric motor/generator/transmission 300 can bechanged when the stator winding 310 and the stator winding 312 translatebetween an orientation corresponding to a first stator position, wherethe stator winding 312 is engaged with the interactive field element314; an orientation corresponding to a second stator position, where thestator winding 310 is engaged with the interactive field element 314;and an orientation corresponding to a third position, where neither thestator winding 310 nor the stator winding 312 is engaged with theinteractive field element 314. It should be noted that the order ofstator positions is provided by way of example and is not meant to limitthe present disclosure. In other embodiments, a neutral stator positioncan be positioned between two stators. A neutral stator position canalso be at a different end of the electric motor/generator/transmission300. Further, an electric motor/generator/transmission 300 can includemore than one neutral position and so forth. In embodiments of thedisclosure, the magnets 314 can be equally spaced on the periphery ofthe rotor shaft 308, where the outer peripheral surface of the magnets314 is at a defined minimal distance (e.g., gap) from the innerperipheral surface of the stator winding 310 core surface, causingelectricity to flow in the stator winding 310 as the rotor 304 rotatesif acting as a generator, or causing the rotor 304 to rotate if electriccurrent is supplied to the stator winding 310 from an external source.

As described herein, the different stator windings 310 and 312 canprovide different power, torque, amperage, and/or voltage capacities andefficiencies. In some embodiments, a controller can be used to sendcommands to the actuators of the stator windings to move them in and outof stator positions to achieve enhanced efficiency under widely varyinginput and output conditions, such as wind powered generators, motors forcity busses, and so forth. In embodiments, an actuator 322 (e.g., astepper motor, linear actuator, or the like) can be directly orindirectly coupled with the stator winding 310 and the stator winding312. In some embodiments, the actuator 230 can include an arm configuredto drive the stator cage containing the stator winding 310 and thestator winding 312, thereby causing stator winding 310 and the statorwinding 312 to move relative to the interactive field element 214 to adesired position.

In embodiments of the disclosure, multiple electricmotor/generator/transmissions 300 can be connected together (e.g.,end-to-end as described with reference to FIG. 19 ). For example, thelongitudinal support structure 308 of the rotor 304 can be configured asa modular shaft, and multiple modular shafts can be connected togetherto form, for instance, a common axle. In some embodiments, each electricmotor/generator/transmission 300 can include one or more endplates 316,which can include bearings (e.g., rotary bearings) for the rotor 304. Insome embodiments, the endplates 316 of two or more electricmotor/generator/transmissions 300 can be connected together to allowadditional electric motor/generator/transmissions 300 to be added inline(e.g., under a common control system to form larger and more powerfulunits with variable torque and/or power capabilities).

In some embodiments, a central opening 320 in a rotor endplate 316 canbe shaped (e.g., machined to create a spline and/or a keyed coupling) sothat multiple rotor endplates 316 of respective electricmotor/generator/transmissions 300 can be connected to, for instance, acommon axle extending through the centers of the electricmotor/generator/transmissions 300. For example, the longitudinal supportstructure 308 (e.g., rotor shaft) of a first electricmotor/generator/transmissions 300 can include a driving member 318configured to extend into a receiving cavity of an endplate 316 of anadjacently positioned second electric motor/generator/transmissions 300.In other embodiments, an electric motor/generator/transmission 300 maynot necessarily include rotor endplates 316, e.g., where an interior ofthe longitudinal support structure 308 of the rotor 304 is shaped (e.g.,machined to create a spline and/or a keyed coupling) so that multiplelongitudinal support structures 308 of respective electricmotor/generator/transmissions 300 can be connected to, for instance, acommon axle.

Example Implementations—Variable Stator Winding Configurations

Referring now to FIGS. 25 through 32 , a stator configuration cancomprise a separated center 3-phase wiring (e.g., as shown in FIG. 25 ).The 3-phase stator's center connections 1 a, 1 b, and 1 c are configuredto link three phases (e.g., phases 1, 2, and 3) to one point whencoupled together. The live end of phase 1 is illustrated as A1, the liveend of phase 2 is illustrated as B1, and the live end of phase 3 isillustrated as C1. As shown in FIG. 25 , the phases can be separatedsuch that the center connections 1 a, 1 b, and 1 c are to be selectivelyconnected (e.g., ends 1 a, 1 b, and 1 c can be connected together orconnected to other 3-phase windings).

In some embodiments, a separated center 3-phase wiring including a2-wire configuration (e.g., as shown in FIG. 26 ). Phase 1, phase 2 andphase 3 for each of the two windings have separated center connections(e.g., center connections 1 a, 1 b, and 1 c for a first winding andcenter connections 2 a, 2 b and 2 c for a second winding). The live endof phase 1 is illustrated as A1 and A2 for each of the first and secondwindings, respectively. The live end of phase 2 is illustrated as B1 andB2 for each of the first and second windings, respectively. The live endof phase 3 is illustrated as C1 and C2 for each of the first and secondwindings, respectively. In this 2-wire scenario the winding A1 and A2are in parallel around the iron cores and end in the central connections1 a and 2 a likewise are B1 with B2, central connection 1 b with 2 blikewise are C1 with C2, central connection 1 c with 2 c.

In the 2-wire configuration there are parallel (Gear #4) and series(Gear #1) modes available. The individual winding sections whileoperating in parallel mode (Gear #4) can include connecting A1 to A2, B1to B2, C1 to C2, and the central connections 1 a, 1 b, 1 c, 2 a, 2 b and2 c can be connected together. The individual winding sections whileoperating in series mode (Gear #1) can include connecting 1 a to A2, 1 bto B2, 1 c to C2, and the central connections 2 a, 2 b and 2 c can beconnected together. In this configuration, each active winding sectioncarries half the voltage of the parallel mode (Gear #4) and two timesthe current found in the parallel mode configuration.

In another embodiment, a stator configuration can comprise a separatedcenter 3-phase wiring including a 4-wire configuration (e.g., as shownin FIG. 27 ). Phase 1, phase 2 and phase 3 for each of the four windingscan have separated center connections (e.g., center connections 1 a, 1b, and 1 c for a first winding, center connections 2 a, 2 b and 2 c fora second winding, center connections 3 a, 3 b, and 3 c for a thirdwinding, and center connections 4 a, 4 b and 4 c for a fourth winding).The live end of phase 1 is illustrated as A1, A2, A3 and A4 for each ofthe first, second, third, and fourth windings, respectively. The liveend of phase 2 is illustrated as B1, B2, B3 and B4 for each of thefirst, second, third, and fourth windings, respectively. The live end ofphase 3 is illustrated as C1, C2, C3 and C4 for each of the first,second, third, and fourth windings, respectively. In this 4-wirescenario the windings A1, A2, A3 and A4 are in parallel around the ironcores and end in the central connections 1 a, 2 a, 3 a and 4 a, likewiseare B1, B2, B3 with B4 ending in central connections 1 b, 2 b, 3 b with4 b, and likewise are C1, C2, C3 with C4 ending with central connection1 c, 2 c, 3 c with 4 c.

In the 4-wire configuration there are parallel (Gear #4),parallel/series (Gear #2), and series (Gear #1) modes available. Theindividual winding sections while operating in parallel mode (Gear #4)can include connecting A1, A2 and A3 to A4; B1, B2 and B3 to B4; C1, C2and C3 to C4, and the central connections 1 a, 2 a, 3 a, 4 a, 1 b, 2 b,3 b, 4 b, 1 c, 2 c, 3 c and 4 c can be connected together. Theindividual winding sections while operating in series/parallel mode(Gear #2) can include connecting A1 to A2; 1 a, 2 a, A3 and A4; B1 toB2; 1 b, 2 b, B3 and B4; C1 to C2; 1 c, 2 c, C3 and C4; 3 a, 4 a, 3 b, 4b, 3 c and 4 c. In this configuration (Gear #2), each active windingsection carries half the voltage of the parallel mode (Gear #4) and twotimes the current found in the parallel mode (Gear #4) configuration.The individual winding sections while operating in series mode (Gear #1)can include connecting 1 a to A2, 2 a to A3, 3 a to A4, 1 b to B2, 2 bto B3, 3 b to B4, 1 c to C2, 2 c to C3, 3 c to C4, and 4 a, 4 b and 4 ctogether. In this configuration (Gear #1), each active winding sectioncarries one fourth the voltage of the parallel mode (Gear #4) and fourtimes the current found in the parallel mode configuration.

In another embodiment, the stator configuration includes a separatedcenter 3-phase wiring including a 6-wire configuration (e.g., as shownin FIG. 28 ). Phase 1, phase 2 and phase 3 for each of the six windingscan have separated center connections (e.g., center connections 1 a, 1b, and 1 c for a first winding, center connections 2 a, 2 b and 2 c fora second winding, center connections 3 a, 3 b, and 3 c for a thirdwinding, center connections 4 a, 4 b and 4 c for a fourth winding,center connections 5 a, 5 b, and 5 c for a fifth winding, and centerconnections 6 a, 6 b and 6 c for a sixth winding). The live end of phase1 is illustrated as A1, A2, A3, A4, A5 and A6 for each of the first,second, third, fourth, fifth, and sixth windings, respectively. The liveend of phase 2 is illustrated as B1, B2, B3, B4, B5 and B6 for each ofthe first, second, third, fourth, fifth, and sixth windings,respectively. The live end of phase 3 is illustrated as C1, C2, C3, C4,C5 and C6 for each of the first, second, third, fourth, fifth, and sixthwindings, respectively. In this 6-wire scenario the winding A1, A2, A3,A4, A5 and A6 are in parallel around the iron cores and end in thecentral connections 1 a, 2 a, 3 a, 4 a, 5 a and 6 a, likewise are B1,B2, B3, B4, B5 with B6 ending in central connections 1 b, 2 b, 3 b, 4 b,5 b with 6 b, and likewise are C1, C2, C3, C4, C5 with C6 ending withcentral connection 1 c, 2 c, 3 c, 4 c, 5 c with 6 c.

In the 6-wire configuration there are parallel (Gear #4), firstparallel/series (Gear #3), second parallel/series (Gear #2), and series(Gear #1) modes available. The individual winding sections whileoperating in parallel mode (Gear #4, illustrated in FIG. 29 ) caninclude connecting A1, A2, A3, A4, A5, and A6 together, B1, B2, B3, B4,B5, and B6 together, C1, C2, C3, C4, C5, and C6 together, and thecentral connections 1 a, 1 b, 1 c, 2 a, 2 b, 2 c, 3 a, 3 b, 3 c, 4 a, 4b, 4 c, 5 a, 5 b, 5 c, 6 a, 6 b and 6 c can be connected together.

The individual winding sections while operating in series/parallel mode(Gear #3, illustrated in FIG. 30 ) can include connecting A1, A2 and A3together, 1 a, 2 a, 3 a, A4, A5 and A6 together, B1, B2 and B3 together,1 b, 2 b, 3 b, B4, B5 and B6 together, C1, C2 and C3 together, 1 c, 2 c,3 c, C4, C5 and C6 together, 4 a, 5 a, 6 a, 4 b, 5 b, 6 b, 4 c, 5 c and6 c together. In this configuration (Gear #3), each active windingsection carries half the voltage of the parallel mode (Gear #4) and twotimes the current found in the parallel mode (Gear #4) configuration.

The individual winding sections while operating in anotherseries/parallel mode (Gear #2, illustrated in FIG. 31 ) can includeconnecting: A1 to A2; 1 a, 2 a, A3 and A4 together; 3 a, 4 a, A5 and A6together; B1 to B2; 1 b, 2 b, B3 and B4 together; 3 b, 4 b, B5 and B6together; C1 to C2; 1 c, 2 c, C3 and C4 together; 3 c, 4 c, C5 and C6together; and 5 a, 6 a, 5 b, 6 b, 5 c and 6 c together. In thisconfiguration (Gear #2), each active winding section carries one thirdthe voltage of the parallel mode (Gear #4) and three times the currentfound in the parallel mode (Gear #4) configuration.

The individual winding sections while operating in series mode (Gear #1,illustrated in FIG. 32 ) can include connecting: 1 a to A2; 2 a to A3; 3a to A4; 4 a to A5; 5 a to A6; 1 b to B2; 2 b to B3; 3 b to B4; 4 b toB5; 5 b to B6; 1 c to C2; 2 c to C3; 3 c to C4; 4 c to C5; 5 c to C6;and 6 a, 6 b and 6 c together. In this configuration (Gear #1), eachactive winding section carries one sixth the voltage of the parallelmode (Gear #4) and six times the current found in the parallel mode(Gear #4) configuration.

For further example, the voltage carried by each of the core coils of a12 volt, six-wire system would be: 2 volts in Gear 1 (all series); 4volts in Gear 2; 6 volts in Gear 3; and 12 volts in Gear 4 (allparallel). The corresponding amperage would also change with each gear,as explained above, while the power remains constant. The foregoingvoltages are provided for illustrative purposes, and those skilled inthe art will appreciate that different voltages and additionalconfigurations can be provided to achieve any number of gears.

In some embodiments, for a three-phase motor/generator, six (or four oreight or more) parallel, non-twisted wires are wound around the statorcores of each stator, in the same manner as the stator cores would bewound with one wire. However, the six wires may have fewer wraps aroundeach core before the available space is filled. In a three-phase motor,the wires (sometimes referred to a legs or branches) of each circuitphase normally come together at a common point. According to variousembodiments of this disclosure, six wires are disconnected or separatedat the common point and are run through a switching system (e.g., aplurality of logic controlled switches) configured to cause the wires tobe in series, parallel or a combination thereof but remain inthree-phase configuration (as described above). The same or a similarswitching system can also be applied to connections between the commonstators in successive sets, in addition to the connections between thewires within the stators.

In some embodiments, a single electric motor/generator/transmission canhave one or more rotor stator sets of two or more differently woundstators with one rotor per set and mechanical shifting to place themagnetic field of the rotor in contact with the electromagnetic field ofone or the other stator. In some embodiments, an electronic shiftingcapability is provided within for each stator of any stator and rotorcombination including both: a motor/generator having multiple statorswith a rotor for each stator and no mechanical shifting; and an electricmotor/generator/transmission with one or more rotor/stator sets asdescribed herein. In both cases, with multiple stators or multiplestator sets, similarly wired stators may be wired together in parallelor series. When there are four stators, the stators may be configured asfollows: all stators may be connected in parallel (Gear #4); two sets ofstators may be connected in parallel and the sets connected in series(Gear #3); or all stators may be connected in series (Gear #1). Whenthere are six stators, the stators may be configured as follows: all maybe connected in parallel (Gear #4); there can be two sets of threestators wired in parallel and the sets connected in series (Gear #3);three sets of two stators wired in parallel and the sets connected inseries (Gear #2); or all sets connected in series (Gear #1).

When the stators are electrically connected to each other on a commonshaft the rotors may need to be identical and the stators may need to beidentically wired and radially oriented or the voltages, torque andphase from each stator rotor combination can conflict. In someembodiments, for example, in a system with six commonly wired stators,all of the stators may need to be energized together. If one or more areelectrically disconnected, the motor/generator can experienceinefficiency from the induced drag and there is no neutral. There arefour levels of torque/voltage when the connections between the statorsare switched as above described, but there is no further torque/voltageadjustment within the stators themselves, nor is there an ability toadjust the power capacity of the motor/generator.

In embodiments of six rotor/stator sets with two or more stators perset, the total power of the electric motor/generator can be increased ordecreased by activating more or less rotor/stator sets within the unitsand further adjusted by shifting the rotor's magnetic field to the nextstator of different wiring and even further adjusted by adjusting thenumber of magnets in the rotating magnetic field as described above. Incases where there are two or more rotor stator sets in operation, theactive stator in each of the sets, the rotor magnets in each of thesets, and the stator wiring in each of the sets must be identically setand radially oriented, then additional adjustments in torque and voltagemay be made by switching the parallel/series connections between thestators as above described.

In some embodiments, the mechanical shifting in the rotor/stator sets isimplemented with the electronic shifting of the stator wiring, and whenthere are multiple stator sets, the sets are connected with the abilityto switch the connections between them from series to parallel and thenoted combinations thereof. For further clarification, when a second setof two or more stators is added to a first set of two or more stators,both sets must be in either series or parallel for the same voltage torun through both of them and generate the same torque for the commonshaft. As stated above, stators can run all in series or all in parallelor equal sets of two or three stators in parallel where the sets areconnected in series. When shifting between series and parallel thestators should all be shifted together.

Moreover, when additional sets of stators are added to themotor/generator, the power capacity of the generator is increased andthe motor/generator will also have a different torque. This can be doneby having multiple rotor/stator sets that each have a neutral or idleposition, where the magnetic field of the rotor is not engaged with theelectro-magnetic field of any of the stators in the multi-setmotor/generator, and then as the power available or required increases,the stators in the sets are brought on line as needed. The powercapacity of the motor/generator can also be increased or decreased byshifting to differently wound stators within the sets and furtherfine-tuned by adjusting the number of rotor magnets engaged in the fluxfield at any one time. The ability to add or subtract active statorsfrom the motor/generator and change between stator windings, and to addand subtract magnets from the rotors, and then further change thewindings from series to parallel and combinations thereof, provides themotor/generator with an ability to dynamically adapt to widely varyingsources of energy. This serves to optimize motor/generator configurationfor improved electrical generation and to adapt to widely varyingdemands for motor power in hybrid vehicles and similar uses.

The motor/generators as described herein can include modular components,comprising modular stator cage and housing sections, rotors, stators,end caps, actuators, electrical connections, power switching, electronicsensors, controls and user interface, where the motor/generator can beassembled to comprise single or multiple rotor/stator sets with two ormore stators per set serving as one motor/generator. In someembodiments, the motor generator can include five or more rotor/statorsets.

In embodiments, the motor/generators as described herein can have arotor section comprised of laminated steel encasement that includesmultiple permanent magnets located on the outermost radius inalternating polarities from north to south (e.g., evenly spaced). Therotors and/or stators can include permanent magnets comprised ofneodymium iron boron (NdFeB) or comparable magnetic strength and/orcoercivity composition of magnets or magnet with increased magneticstrength and/or coercivity.

The motor/generators as described herein can have bearings that containthe axle and rotor assembly for rotational movement but limit linearmovement in relation to the end caps and main housing. In someembodiments, the bearings can be of sufficient accuracy as to limitrotational wobble and vibration to 0.003 inch and linear movement to0.001 inch as to provide and maintain a maximum air gap between therotor and stator of 0.010 inch as to provide for high efficiency wherethe smaller air gap can provide better efficiencies.

The motor/generators as described herein can have a linear actuatingstator section comprised of a 3-phase stator winding or multiples ofsimilar 3-phase stator windings to match the number of rotor sections.In embodiments, the stator sections can be comprised of laminated ironcores and 3-phase wire windings located inside the innermost diameter ofthe laminated iron cores and separated into multiple (e.g., 14 or more)positions equally spaced on the innermost radius. In some embodiments,iron cores can have an inner diameter of 0.010 inch larger than saidrotor sections to maintain an air gap sufficient to allow tolerances,movement and distortion an operating distance apart and still providefor an efficient power conversion. The 3-phase wire windings comprisingmultiples of said individual wire winding sections (2, 4, 8, 16, 24individual wire sections, etc.) can be electrically separated,non-twisted, of smaller diameter but still in the 3-phase design as tohave the total combined wire sections in parallel equal the maximumcurrent requirements of the motor/generator. When said windings areswitched into series/parallel or series configurations they can increasethe voltage at lower RPM's.

In some embodiments, the motor/generators as described herein can havemultiple rotor sections, where said rotor sections have no radial offsetto include the stator sections aligned radially.

The motor/generators as described herein can have stator housing sliprings comprising an aluminum housing to radially encase the statorwhereby allowing the stator move linearly inside the main housing whilemaintaining radial stability to 0.003 inch as to support an air gap of0.010 inch between the outermost rotor diameter and the innermost statordiameter. The housing slip rings can include multiples of statorsections (e.g., from 2 to 5 or more sections) that can be interlinkedlinearly as to move as one stator cage assembly.

Actuators or actuation assemblies described herein can includemechanical mechanisms for linearly moving the stator assembly to engageor disengage operations with the said rotor assembly or combinations ofmultiple rotor assemblies whereas these movements can be operated by wayof external lead screw, internal lead screw, electrical linear motor,hydraulic actuator or other mechanical mechanisms. This stator movementcan be variable as to be fully engaged or in line with the rotor at oneextreme and disengaged or completely out of the rotor flux path for theother extreme.

The motor/generators as described herein can have a main housingcomprising a rigid outer encasement of aluminum, steel, plastic or otherfirm material to securely contain the stator assemblies and rotorassemblies with less than 0.001 inch distortion in nominal operatingconditions to maintain air gap requirements and motor/generatorfunctions. Modular end caps or endplates can include rigid outerencasements of aluminum, steel, plastic or other firm material whereasto securely contain and align the bearings and connect the main housingto other machinery and frameworks. As described above, the modular endcaps can include connections for multiples of motor/generatorcombinations, where they can operate as one motor/generator whenattached. These can include rotor connections and linear actuatingstator connections.

The motor/generators as described herein can have modular electricalconnections comprising standard electrical connectors that can bemodified to be attached to the said modular end caps as to electricallyconnect multiple motor/generator units together as one unit. Themotor/generators as described herein can also have power switchingtransistors for the generator mode also comprising standard 3-phasemotor control invertors for various motor modes (as described above)utilizing both variable frequency and pulse width modulation schemes formotor functions. In embodiments, power switching transistors are in aconfiguration where a 15-phase output in generator mode comprisesseparate output transistors for each of the 15 phases, where the outputfrequency can be selected from the 15 phases and adjusted independent ofthe rotor RPM to build the new frequency as minimum RPM can support amaximum frequency desired.

The motor/generators as described herein can have electronic sensorssuch as Hall Effect, optical or other resolving sensors attached to therotor that can calculate and report the RPM, direction and actualposition of the rotor or multiple rotor assemblies to the control unit.The motor/generators can have controls and a user interface comprising acomputer whereby the RPM, direction, acceleration, torque, generatormode, coast mode, motor mode and stator multiple wire series/parallelconfigurations are calculated and adjusted according to the user presetparameters and other input devices such as wind speed indicators, brakedevices, accelerator devices, failsafe devices, and other input devices.

In some embodiments, the stator sets or rotors for each set are radiallyoffset from each other by the number of sets divided by 360 degrees andthe opposing stator sets or rotors are radially aligned where each setof 3-phase windings produces a sine power curve that is offset from theadjacent power curve by the number of degrees that the stators or rotorsare radially offset where the output frequency of the multiple phasescan be selected from the multiple phases and adjusted independent of therotor RPM to build a new frequency so long as the minimum RPM can bemaintained.

Various embodiments of motor/generators andmotor/generator/transmissions have been described herein. Suchmotor/generators and motor/generator/transmissions can be implemented ina variety of power generation and power management applications. Forexample, the motor/generators and motor/generator/transmissionsdescribed herein can be implemented in generation devices (e.g.,windmills, hydropower generators, and the like) and vehicles ormotor-driven devices with multiple power sources, such as hybridvehicles (e.g., cars, motorcycles, etc.), hybrid marine vessels, hybridairplanes, and so forth. Some example applications are discussed below.

Example Implementations—Wind Power Generation System

In an example application where a motor/generator as described herein isimplemented in a windmill or wind turbine, an operating scenario canstart with no wind at the wind turbine and the stator cage in theinactive “stopped” condition. In this scenario, an actuator has movedthe stator cage (or the rotor field element) to the furthest positionwhere the blank space is over the rotor and the stator windings aredisengaged from the magnetic field of the rotor. As the wind speedstarts to increase, the sensor can measure the RPM and “shift” or movethe first stator section (or rotor field element) from the neutral modeinto a position where the magnetic field of the rotor engages the leastamount of stator coils and is 100% parallel requiring the least amountof torque, allowing rotation of the windmill to begin at very low windspeeds and generate electricity much sooner than conventional generatorscan “startup”. The computer interface can collect data from the windspeed sensors and the rotational speed of the windmill. As the windspeed increases, the computer can shift from Gear #4, 100% parallel toGear #3, two sets of three parallel wires connected in series, and so onto Gears #2 and #1, increasing the torque required to turn the windmillblades until either a preset rotational speed is achieved or theresisting torque of the stator/rotor set is equal to the power of thewind and the wind mill blades are turning at a constant speed. Uponshifting to full series winding and maximum torque of the first statorin the stator/rotor set, the computer can cause the actuator to shiftthe second stator with a greater number of stator coils in thestator/rotor set in line with the rotor and go through the same parallelto series shifting process until the stator windings in the secondstator are full series windings and maximum resisting torque. If thereis a third stator in the set the process can be repeated.

As the computer monitors the wind speed and power available from thewind it can engage the actuators of 1, 2, 3 or more stator/rotor sets tomatch the power of the wind concurrently shifting each of thestator/rotor sets through their various gears and stators/rotors asabove described until equilibrium in the rotational speed of thewindmill blades is achieved and the power of the wind is matched with anoptimum or nearly optimum generating capacity of the wind powergenerator and maintaining needed line voltage. As the wind speedincreases and it is desired to bring additional stator sets online, sayfrom three sets to four sets, the computer can determine what gear thefour sets can be in and what stator activated, then momentarilyelectrically disconnect the three sets, place the four sets in the newconfiguration and electrically reconnect the four sets to beconcurrently shifted with the same voltage emanating from each statorset Final adjustments and fine tuning is achieved by fine adjustment ofthe alignment of the stators with the rotor in the sets. This alsoapplies when minor adjustments are required to accommodate minorvariations in the wind speed.

When the wind velocity subsides and the number of stator sets on line isto be decreased from four to three, the last stator to come on line iselectrically disconnected, its stator repositioned to neutral and thethree remaining stator sets adjusted to match the wind power then beinggenerated by the windmill. In this manner systems and techniques inaccordance with the present disclosure can accurately, swiftly andefficiently balance the power output of the motor generator with theavailable wind speed at levels of wind speed and produce generatedelectric power from the wind at high efficiency rate. Generally, thetotal number of stator/rotor sets in the motor generator in full seriessetting acting together can correspond to the maximum structural andmechanical capabilities of the wind mill and its blades. At the point ofmaximum capacity as with some generators it can automatically shut down.But unlike generators that have a narrow band of wind speeds where theyoperate efficiently, techniques in accordance with the presentdisclosure can extract increased power from the wind at high efficiencythroughout the entire range of wind speeds up to the structural capacityof the wind mill. When the wind speed starts to slow down and the outputvoltage drops, the unit can switch down to the next stator-wiring modeto increase the voltage/power collection. When the wind speed drops to avery slow condition, and although not much power is generated, the unitcan still capture this and help with the annual wind turbine output forgreater overall machine efficiency where conventional generators mayhave to shut down.

Another operational function can be described in a larger scaled upversion as in megawatt sized wind turbines. This scenario can behave thesame as in the small wind example but the configuration of the generatorcan be much larger, may have as many as 12 or more stator/rotor sets ina 3-phase configuration to enable a smooth transition in RPM changes doto highly variable wind. The stator engagement process can also be thesame or similar, with the exception of extra user controls, sensors forpower grid control and monitoring systems to sense the load and adjustto customer demand.

Another feature of this disclosure is the addition of largerstator/rotor sets and the ability to offset each of the stator/rotorsets rotationally by a few degrees as to make the number of stator androtor section equal the evenly spaced out rotational offsets. This canhelp with generator “cogging” and enable a design of this disclosurewhereby the multiple stator windings can be controlled to have anonboard insulated gate bipolar transistors (IGBTs) select the differenthigh and low voltage points and using pulse width modulation (PWM)schemes, build and create a 3-phase sine wave at a set frequency of 60hz. When sensing RPM changes and fluctuations, the controls can adjustthe stator winding section to keep and maintain this frequency even whenmoderate RPM changes are noticed. This is a solution for a variablerotational power source and a constant frequency generated output for alocal grid or emergency power source without conversion losses due toAC-to-DC and large inverter systems power consumption. To understandthis process, an example of a large stator set of multiple pole 3-phasewinding and 12 stator and rotor sets is provided. In this example, thestator sets are aligned with each other but the rotor sets arerotationally offset by 1/12^(th) of the multiple pole rotational angle.This can provide 12 separate 3-phase outputs equally spaced inoscillation offset. The computer system can then take the current RPM,acceleration, load, back EMF (electromagnetic force), output frequencyand target frequency and use the PWM switching IGBT's to select upcomingpower potentials from the multiple phases and produce the targetfrequency from the high and low points of the generated multiple phases,possibly regardless of the source RPM (e.g., as long as the RPM issufficient to maintain the target voltage and power output). The samelinear actuation of the stator sections can regulate the torque andchanging wind speed rotor RPM's while producing efficient power for theconditions of gusts and very low wind speed plus conditions in between.

The disclosure's operational function in the application of otherrenewable energy sources such as tidal and wave generation machines canutilize this same variability in RPM to increase efficiency where thesource is intermittent and unreliable, for example, where wave andpossible tidal generation machines may also turn a generator onedirection and then immediately change rotational direction and continueto generate power efficiently. This disclosure has the ability to addadditional rotor/stator set to increase and/or decrease the powercapacity and then fine-tune the output with the stator linear movementto coincide with the gradual oscillating output power source anddirection changes and further adjust the volt/amp ratios to increase theefficiency of the unit to match the variable input at an instant oftime, by switching between stators and parallel or series winding.

Example Implementations—Hybrid Vehicle Propulsion System

Referring generally to FIG. 33 , a hybrid vehicle (e.g., hybrid car ormotorcycle) propulsion system 400 is described. The propulsion system400 includes a propulsion device (e.g., vehicle drivetrain 408configured to accelerate one or more wheels 402) and an engine (e.g., aninternal combustion engine 404, such as a diesel or gas engine) toselectively power the vehicle drivetrain 408. The propulsion system 400also includes a variable torque electric motor/generator/transmission406 (e.g., as previously described herein with reference to FIGS. 1through 32 ) to selectively power the vehicle drivetrain 408, and anenergy storage device (e.g., a battery or battery bank 412) to storeenergy for powering the electric motor/generator/transmission 406.

The propulsion system 400 also includes a controller 410 to selectivelyoperate the propulsion system 400 in a first mode (e.g., an electricmode) where the electric motor/generator/transmission 406 supplies powerto the vehicle drivetrain 408, and a second mode (e.g., a hybrid mode)where the internal combustion engine 404 supplies power to both thevehicle drivetrain 408 and the electric motor/generator/transmission406. In embodiments of the disclosure, when the propulsion system 400 isoperated in the hybrid mode, the electric motor/generator/transmission406 supplies energy for storage in the battery 412. For example, theelectric motor/generator/transmission 406 can be used to recharge thebattery 412. When the propulsion system 400 is operated in the electricmode, the electric motor/generator/transmission 406 can be powered byenergy stored in the battery 412.

In some embodiments, the electric motor/generator/transmission 406 alonecan supply power to the propulsion system 400 in the electric mode. Inother embodiments, the electric motor/generator/transmission 406 cansupplement the internal combustion engine 404 in supplying power to thevehicle drivetrain 408. For instance, the electricmotor/generator/transmission 406 and the internal combustion engine 404can both supply power to the vehicle drivetrain 408 in the first mode.As described herein, the electric motor/generator/transmission 406 canpower the vehicle drivetrain 408 over a wide range of torque and powerrequirements with enhanced efficiency. In this manner, operating costs(e.g., a total annual operating cost) of, for example, a hybrid vehiclecan be reduced.

As described herein, the controller/computer processor 410 can includecontrol circuitry communicatively coupled with one or more sensors thatmonitor functions of a vehicle, including, but not necessarily limitedto: engine speed, shaft speed, shaft torque at an internal combustionengine 404, shaft torque at an electric motor/generator/transmission406, vehicle speed, RPM, battery status, operator input, and so forth.The control circuitry can compare vehicle and/or drivetrain performanceagainst operator input and make adjustments to the internal combustionengine 404 and/or to the electric motor/generator/transmission 406 tovehicle performance with operator input. For instance, the controlcircuitry can operate the internal combustion engine 404 to facilitateenhanced efficiency and/or life expectancy, supplementing engine powerwith power from an electric motor/generator/transmission 406 at a torqueand speed selected to meet operator input requirements.

In some embodiments, when operator input (e.g., pressure applied to agas pedal) indicates a desired acceleration and/or high power that maynot otherwise be obtainable from the internal combustion engine 404,power supplied by the electric motor/generator/transmission 406 can beused to supplement power supplied by the internal combustion engine 404,e.g., where the electric motor/generator/transmission 406 shifts itsconfiguration (e.g., coil/wiring configuration) to meet the power,torque, and/or speed desired. When operator input indicates that lesspower, torque, and/or speed is desired from the internal combustionengine 404, the electric motor/generator/transmission 406 may shift itsconfiguration (e.g., coil/wiring configuration) to meet the torque andspeed of the shaft as it rotates to provide charging power for thebattery 412. As the operator desires to slow the vehicle, he will presson the brake pedal and this pressure sensed by the load cell will turnon the stator windings and linearly move the stator coils and rotormagnets in alignment with each other to develop torque and produceenergy to charge batteries or other storage device. The actual rpm ofthe rotor and computer algorithm will determine the series/parallelsettings for the generator/motor invention. An example of this settingwould be traveling at highway speeds the stator would be configured to75% parallel and 25% series. As the need for deceleration is required bythe operator, he will depress the brake pedal with more force and thiswill further engage the stator windings with the rotor sections. Also asrpm changes, the stator windings will change in series/parallelconfigurations to attempt to match the optimal torque needed by theoperator. At full stop, the generator/motor will fully engage the statorsets and switch the stator windings into the 100% series mode foranticipated acceleration.

Further, if the control circuitry determines that the internalcombustion engine 404 and the electric motor/generator/transmission 406are insufficient to meet the desired input of the operator and/ormaintain an operator determined charge level on the battery bank 412,the control circuitry can activate a second internal combustion engine416 and a second electric motor/generator/transmission to supplementpower to the electric motor/generator/transmissions 406 and/or to chargethe battery bank 412.

Example Implementations—Hybrid Marine Propulsion System

Referring generally to FIGS. 34 and 35 , propulsion systems 500 aredescribed. A propulsion system 500 can be implemented as, for example, ahybrid propulsion system for a marine vessel. The propulsion system 500includes a propulsion device (e.g., a marine propulsor 502 such as apropeller or water jet) and an engine (e.g., an internal combustionengine 504, such as a diesel engine) to selectively power the marinepropulsor 502. The propulsion system 500 also includes a variable torqueelectric motor/generator/transmission 506 (e.g., as previously describedherein with reference to FIGS. 1 through 32 ) to selectively power themarine propulsor 502, and an energy storage device (e.g., a battery 508,a battery bank 512) to store energy for powering the electricmotor/generator/transmission 506.

The propulsion system 500 also includes a controller 510 to selectivelyoperate the propulsion system 500 in a first mode (e.g., an electricmode) where the electric motor/generator/transmission 506 supplies powerto the marine propulsor 502, and a second mode (e.g., a hybrid mode)where the internal combustion engine 504 supplies power to both themarine propulsor 502 and the electric motor/generator/transmission 506.In embodiments of the disclosure, when the propulsion system 500 isoperated in the hybrid mode, the electric motor/generator/transmission506 supplies energy for storage in the battery 508. For example, theelectric motor/generator/transmission 506 can be used to recharge thebattery 508. When the propulsion system 500 is operated in the electricmode, the electric motor/generator/transmission 506 can be powered byenergy stored in the battery 508.

In some embodiments, the electric motor/generator/transmission 506 alonecan supply power to the propulsion system 500 in the electric mode. Inother embodiments, the electric motor/generator/transmission 506 cansupplement the internal combustion engine 504 in supplying power to themarine propulsor 502. For instance, the electricmotor/generator/transmission 506 and the internal combustion engine 504can both supply power to the propulsion system 500 in the first mode. Asdescribed herein, the electric motor/generator/transmission 506 canpower the marine propulsor 502 over a wide range of torque and powerrequirements with enhanced efficiency. In this manner, operating costs(e.g., a total annual operating cost) of, for example, a marine vesselcan be reduced.

As described herein, the controller 510 can include control circuitrycommunicatively coupled with one or more sensors that monitor functionsof a marine vessel, including, but not necessarily limited to: enginespeed, shaft speed, shaft torque at an internal combustion engine 504,shaft torque at an electric motor/generator/transmission 506, boat speedthrough the water, battery status, operator input, and so forth. Thecontrol circuitry can compare boat and/or propulsor performance againstoperator input and make adjustments to the internal combustion engine504 and/or to the electric motor/generator/transmission 506 to matchboat performance with operator input. For instance, the controlcircuitry can operate the internal combustion engine 504 to facilitateenhanced efficiency and/or life expectancy, supplementing engine powerwith power from an electric motor/generator/transmission 506 at a torqueand speed selected to meet operator input requirements.

In some embodiments, when operator input indicates a desiredacceleration and/or high power that may not otherwise be obtainable fromthe internal combustion engine 504, power supplied by the electricmotor/generator/transmission 506 can be used to supplement powersupplied by the internal combustion engine 504, e.g., where the electricmotor/generator/transmission 506 shifts its configuration (e.g.,coil/wiring configuration) to meet the power, torque, and/or speeddesired. When operator input indicates that less power, torque, and/orspeed is desired from the internal combustion engine 504, the electricmotor/generator/transmission 506 may shift its configuration (e.g.,coil/wiring configuration) to meet the torque and speed of the shaft asit rotates to provide charging power for the battery 508.

It should be noted that systems that employ a single propulsion device,a single engine, a single electric motor/generator/transmission, asingle energy storage device, and so forth are provided by way ofexample only and are not meant to limit the present disclosure. In otherembodiments, a propulsion system 500 can use one or more marinepropulsors 502, one or more internal combustion engines 504 toselectively power one or more marine propulsors 502, one or moreelectric motor/generator/transmissions 506 to selectively power one ormore marine propulsors 502 (and possibly to supplement power supplied byone or more internal combustion engines 504), one or more batteries tostore energy for powering one or more electricmotor/generator/transmissions 506, and so on.

In some embodiments, two or more marine propulsors 502 can beselectively powered by two or more internal combustion engines 504, andtwo or more electric motor/generator/transmissions 506 can alsoselectively power the two or more marine propulsors 502 (and possiblysupplement power supplied by the two or more internal combustion engines504). The two or more internal combustion engines 504 can also supplypower to the two or more electric motor/generator/transmissions 506,which can supply energy for storage in one or more batteries (e.g., abattery bank 512). Each of the two or more electricmotor/generator/transmissions 506 can be powered by energy stored in thebattery bank 512 and/or by energy from another electricmotor/generator/transmission, which, in turn, can be powered by one ormore additional internal combustion engines. For example, in someembodiments, a propulsion system 500 can include a second electricmotor/generator/transmission 514 that can be powered by a second engine(e.g., a second internal combustion engine 516, such as a gas poweredturbine engine with a high power to weight ratio), where the secondelectric motor/generator/transmission 514 can be used to supply power tothe electric motor/generator/transmission 506 (e.g., in addition to orinstead of power supplied by one or more batteries). The second electricmotor/generator/transmission 514 and the second internal combustionengine 516 can be used when extended high speed is required and/or whenwidely fluctuating power demands draw down the battery bank 512 to alevel where the electric motor/generator/transmission 506 may not keepthe battery bank 512 charged at a predetermined level.

Further, control circuitry communicatively coupled with one or moresensors that monitor functions of a marine vessel (e.g., engine speed,shaft speed, shaft torque at an internal combustion engine 504, shafttorque at an electric motor/generator/transmission 506, boat speedthrough the water, battery status, operator input, and so forth) cancompare boat and/or propulsor performance against operator input andmake adjustments to two or more internal combustion engines 504 and/orto two or more electric motor/generator/transmissions 506 to match boatperformance with operator input. For instance, the control circuitry canoperate two or more internal combustion engines 504 to facilitateenhanced efficiency and/or life expectancy, supplementing engine powerwith power from two or more electric motor/generator/transmissions 506at a torque and speed selected to meet operator input requirements.Further, a second electric motor/generator/transmission 514 can be usedto supply power to an electric motor/generator/transmission 506 (e.g.,in addition to or instead of power supplied by one or more batteries) asdetermined based upon operator input demands.

In some embodiments, when operator input indicates a desiredacceleration and/or high power that may not otherwise be obtainable fromthe two or more internal combustion engines 504, power supplied by thetwo or more electric motor/generator/transmissions 506 can be used tosupplement power supplied by the two or more internal combustion engines504, e.g., where the two or more electric motor/generator/transmissions506 shift their configurations (e.g., coil/wiring configurations) tomeet the power, torque, and/or speed desired. When operator inputindicates that less power, torque, and/or speed is desired from the twoor more internal combustion engines 504, the two or more electricmotor/generator/transmissions 506 may shift their configurations (e.g.,coil/wiring configurations) to meet the torque and speed of the shaft asit rotates to provide charging power for the battery bank 512.

Further, if the control circuitry determines that the two or moreinternal combustion engines 504 and the two or more electricmotor/generator/transmissions 506 are insufficient to meet the desiredinput of the operator and/or maintain an operator determined chargelevel on the battery bank 512, the control circuitry can activate thesecond internal combustion engine 516 and the second electricmotor/generator/transmission 514 to supplement power to the two or moreelectric motor/generator/transmissions 506 and/or to charge the batterybank 512 (or a second battery 518) chargeable by the second electricmotor/generator/transmission 514.

In some embodiments, propulsion systems 500 described herein can be usedwith diesel engines, which may be comparatively slower to accelerate,and as a result may have slower throttle response times when comparedto, for example, gasoline powered engines. Slower throttle responsetimes may be less desirable for some applications, including high speedattack applications, riverine applications, emergency responseapplications, and security boat applications. As described herein,systems and techniques in accordance with the present disclosure canspeed up throttle response times for diesel engine configurations. Theelectric motor/generator/transmission 506 of the present disclosure hasthe ability to shift between stators of different windings, and caninternally shift windings from series to parallel, and partiallyparallel and partially series, enabling the electricmotor/generator/transmission 506 to serve as an electro/mechanical powersource with selectively variable power ranges and selectively variabletorque/speed ratios within each power setting.

A high performance diesel internal combustion engine may have low torqueand power on startup and may require time under load to build upsufficient revolutions per minute (RPM) and torque to accelerate a boat,which may be slower than an equivalently powered gasoline internalcombustion engine. A high performance diesel internal combustion enginealso has an optimum speed at which it will run efficiently, generallyburning less fuel at its optimum speed than an equivalently poweredgasoline engine. High performance diesel engines also generally have alimited number of hours to run at top speed before an expiration ofwarranty and/or engine life. Thus, supplementary power can be suppliedto a high performance diesel boat when rapid acceleration and/or highspeed are required, e.g., for a rapid response boat, a patrol boat on aboard, a search and seize mission where throttle response in comingalong side is critical, a high speed attack boat on an extended missionwhere throttle response in rough seas is critical and extended cruise athigh speed is desired, and so forth. While an electric motor can be usedto provide supplementary power on startup, the electric motor may not beas efficient when providing power at high speed, except possibly withthe assistance of an elaborate transmission, which may not be able toshift back and forth rapidly enough. A high speed electric motor mayhave the opposite result, being comparatively inefficient and possiblyburning up when high torque is required in rapid accelerationsituations. The electric motor/generator/transmissions 506 describedherein can provide supplementary power at both the high end and the lowend efficiently, and can shift from one to the other and many positionsin between rapidly.

In some instances, larger patrol boats may use diesel internalcombustion engines for cruising (e.g., at low speed) and then may switchto gas turbine powered electric generators and electric motors for highspeed transit. A combination of diesel and electric engines may resultin excessive torque for the transmission, which can fail. As describedherein, a transmission (e.g., if other than a clutch), is between theinternal combustion engine 504 and the electricmotor/generator/transmission 506. The electricmotor/generator/transmission 506 is itself the transmission to themarine propulsor 502 when supplementary power is applied and isself-disconnectable or neutral from the drive line without clutch orother device when the system is in diesel cruise mode only orintermittently. If another transmission is used, it can be atransmission or clutch for the internal combustion engine 504 and mayonly be subject to the internal combustion engine 504 power/torque andnot the combined power/torque of both internal combustion engine 504 andthe electric motor/generator/transmission 506. By using the electricmotor/generator/transmission 506 to supplement the power of the internalcombustion engine 504, both the internal combustion engine 504 and theelectric motor/generator/transmission 506 can be of smaller design sincethey can work together and not independently when required.

The second electric motor/generator/transmission 514 described hereincan have a wide range of torque/speed operating levels where it can behighly efficient and can adjust its power and torque to match the speedand power setting of, for example, an electricmotor/generator/transmission 506 when operating at cruise or lowerspeeds and continue adjusting to obtain efficient battery charging atany speed when necessary. The second electricmotor/generator/transmission 514 can supply charging power to thebattery bank 512 at the same time it is providing power to the electricmotor/generator/transmission 506 (e.g., except when the electricmotor/generator/transmission 506 is demanding all power from the secondelectric motor/generator/transmission 514). This ability to continuallyadjust to adapt to widely varying speed and power demands can allow thepropulsion system 500 to monitor and select an efficient power sourcebetween diesel, gas turbine, and electric to propel the vessel, and canallow the system to recharge the battery bank 512 in an efficient mannerat various speeds where it is not demanding full power for thepropulsion of the boat. An electric motor may not be able to accomplishthis, because when it is not turning at its predetermined design speed,the electric motor is either delivering less efficient power to apropulsor or delivering less efficient power to a battery.

A propulsion system 500, including some or all of its components, canoperate under computer control. For example, a processor can be includedwith or in a propulsion system 500 to control the components andfunctions of propulsion systems 500 described herein using software,firmware, hardware (e.g., fixed logic circuitry), manual processing, ora combination thereof. The terms “controller,” “functionality,”“service,” and “logic” as used herein generally represent software,firmware, hardware, or a combination of software, firmware, or hardwarein conjunction with controlling the propulsion systems 500. In the caseof a software implementation, the module, functionality, or logicrepresents program code that performs specified tasks when executed on aprocessor (e.g., central processing unit (CPU) or CPUs). The programcode can be stored in one or more computer-readable memory devices(e.g., internal memory and/or one or more tangible media), and so on.The structures, functions, approaches, and techniques described hereincan be implemented on a variety of commercial computing platforms havinga variety of processors.

The controller 510 can include a processor 550, a memory 552, and acommunications interface 554. The processor 550 provides processingfunctionality for the controller 510 and can include any number ofprocessors, micro-controllers, or other processing systems, and residentor external memory for storing data and other information accessed orgenerated by the controller 510. The processor 550 can execute one ormore software programs that implement techniques described herein. Theprocessor 550 is not limited by the materials from which it is formed orthe processing mechanisms employed therein and, as such, can beimplemented via semiconductor(s) and/or transistors (e.g., usingelectronic integrated circuit (IC) components), and so forth.

The memory 552 is an example of tangible, computer-readable storagemedium that provides storage functionality to store various dataassociated with operation of the controller 510, such as softwareprograms and/or code segments, or other data to instruct the processor550, and possibly other components of the controller 510, to perform thefunctionality described herein. Thus, the memory 552 can store data,such as a program of instructions for operating the propulsion system500 (including its components), and so forth. It should be noted thatwhile a single memory 552 is described, a wide variety of types andcombinations of memory (e.g., tangible, non-transitory memory) can beemployed. The memory 552 can be integral with the processor 550, cancomprise stand-alone memory, or can be a combination of both.

The memory 552 can include, but is not necessarily limited to: removableand non-removable memory components, such as random-access memory (RAM),read-only memory (ROM), flash memory (e.g., a secure digital (SD) memorycard, a mini-SD memory card, and/or a micro-SD memory card), magneticmemory, optical memory, universal serial bus (USB) memory devices, harddisk memory, external memory, and so forth. In implementations, thecontroller 510 and/or the memory 552 can include removable integratedcircuit card (ICC) memory, such as memory provided by a subscriberidentity module (SIM) card, a universal subscriber identity module(USIM) card, a universal integrated circuit card (UICC), and so on.

The communications interface 554 is operatively configured tocommunicate with components of the propulsion system 500. For example,the communications interface 554 can be configured to transmit data forstorage in the propulsion system 500, retrieve data from storage in thepropulsion system 500, and so forth. The communications interface 554 isalso communicatively coupled with the processor 550 to facilitate datatransfer between components of the propulsion system 500 and theprocessor 550 (e.g., for communicating inputs to the processor 550received from a device communicatively coupled with the controller 510).It should be noted that while the communications interface 554 isdescribed as a component of a controller 510, one or more components ofthe communications interface 554 can be implemented as externalcomponents communicatively coupled to the propulsion system 500 via awired and/or wireless connection. The propulsion system 500 can alsocomprise and/or connect to one or more input/output (I/O) devices (e.g.,via the communications interface 554), including, but not necessarilylimited to: a display, a mouse, a touchpad, a keyboard, and so on.

In embodiments of hybrid vehicles or marine vessels described herein,input sensors can include sensors for sensing: engine RPM, transmissiongear ratio, fuel flow, fuel remaining, throttle position or pressure,brake position or pressure, battery state, charge level, KWH remaining,current flow from batteries (discharge), current flow into batteries(charge), forward shaft torque and RPM between the transmission andelectric motor/generator/transmission, within the electricmotor/generator/transmission stator/rotor positions for eachstator/rotor set, stator phase winding setting-parallel or series foreach stator, vehicle speed over the ground or if a boat vessel speed inthe water, individual wheel speed for motor vehicle operation, aft shafttorque and RPM between the VTMG and the drive wheels or water propulsionunit. Sensors can also include a GPS or similar navigation unit fordetecting data such as trip miles, previous destination memory,trajectory, and the like. The controller memory can include software torecord energy consumed and recharged in route on previous destinationswith peak load requirement and frequency, software to record generalenergy consumption per mile driven in area with peak demand andfrequency, and the like. Operator input devices can include: systemon/off, manual or automatic switch, GPS navigation unit that cancommunicate with trip software, forward/reverse/gear ratio selector,throttle, brake, and so forth.

Example Operational Sequence

In an example operational sequence, an operator enters vehicle, assumesthe control position and switches system from off to automatic. Thisenergizes the system electronic monitoring and control modules. Theoperator may engage GPS navigation unit and enter destination and noteif one way or round trip. The system controller on automatic can run thefollowing sequence of checks: engine RPM—can be zero, not yet started;engine transmission gear ratio/position—can be neutral-shaft disengaged,part of shut down protocol; torque of shaft from electricmotor/generator/transmission can be zero; electricmotor/generator/transmission checks: the low gear stator with thelargest number of cores stators can be engaged with the rotor for maxflux/torque to prevent accidental movement of vehicle, part of automaticshutdown protocol; core windings can be in Series for max flux/torque toprevent accidental movement of vehicle, part of automatic shutdownprotocol; current flow from battery to electricmotor/generator/transmission is off, part of automatic shutdownprotocol; battery charge condition, if plugged into external powersource overnight it can be at full charge but may not be if recentlyused or not plugged in, vehicle speed can be zero; if operator entered adestination into GPS system, controller can calculate energyrequirements for trip and return, measure present fuel and KWH remainingand advise operator if fuel stop is desired. Calculations can be basedon previous destination history if known or area history if not aprevious destination.

When the Operator selects automatic drive mode. If batteries are chargedto a high level (above 80%), controller can bypass combustion enginestartup, and leave engine transmission in neutral with drive shaftdisengaged from engine. Operator depresses brake and selects forward orreverse. With forward or reverse selected, controller confirms brake isdepressed and vehicle speed is zero. Operator releases brake andadvances throttle causing current to flow from the batteries through theinverter control unit for 3-phase power to the electricmotor/generator/transmission causing the rotor and the vehicle driveshaft to rotate in the forward or reverse direction as selected.Operator further advances throttle sending more current from thebatteries to the electric motor/generator/transmission.

Controller monitors speed of vehicle, RPM and torque on the drive shaftand current flow from the batteries versus pressure or position ofthrottle. If the operator is requesting more speed through pressure onor position of the throttle to accelerate the vehicle or climb a hill,the RPM/torque on the drive shaft is measured and added to the amount ofadditional power required to accelerate the vehicle. If the projectedpower demand is within the torque/RPM range of the first stator set, thecontroller can switch the first of the parallel wire sets in the corewindings of the stator from series to parallel and then the second setand so on until the desired speed is obtained, having the same effect asswitching gears from lower gear to higher gear ratio, but actuallyswitching from series to parallel changing the voltage/amperage ratiosto produce lower torque and higher RPM at each change of the core wiringfrom series to parallel. If the projected power demand is not within thetorque/RPM range of the first stator set the computer can electricallydisconnect the first stator set and cause the second stator actuator toengage the second stator/rotor set and the third and more stator/rotorsets as available and calculated to be desired from the pressure on orposition of the throttle and the present torque/RPM loading and placethem in the appropriate gear and stator position for a continued smoothacceleration in torque and speed concurrently electrically reconnectingthe selected stator sets and shifting active stator sets as described toproduce the desired speed. In other embodiments, each stator set canhave its own starter whereby shutting down the active stators andbringing them back on line together can be eliminated, allowing eachstator set to be independently activated; whereupon, active rotor/statorsets can be adjusted so that the active stator in each set is in therange desired for enhanced (e.g., optimized) efficiency and furtherfine-tuned by switching from series to parallel by commands from thecontroller until the desired speed is reached. The controller cancontinuously monitor the power and speed requirements of the vehicle asdetermined from the throttle and road conditions to adjust betweenstators and parallel and series combinations to achieve the least amountof power consumption and maximum efficiency.

When the operator lets up on the throttle, the controller can cause thestator actuators to disengage the stators from the rotors allowing thevehicle to coast with no current flow to the electricmotor/generator/transmission. When the operator lightly touches thebrake, the first stator set can be engaged in its high gear mode withthe electric motor/generator/transmission acting as a generator. Asbrake pressure is increased the computer can rapidly shift the windingsand stator sets to lower and lower parallel/series combinations or thepositions with the greatest magnetic back EMF, electricity generated andelectromagnetic braking force generated until the vehicle is stopped. Inother embodiments, the engagement of high parallel/series mode and thefewest stator sets can occur on the let up of the throttle replacing thecoast mode with a defined rate of deceleration on let up of thethrottle, i.e. brake control.

As the vehicle continues in operation under full electric battery powerit can eventually reach the point where the remaining KWH batterycapacity is approximately 80% or some other level depending on batterydesign where it can more readily and efficiently accept charge fromvehicle braking and deceleration as above described. At this point,which could be on startup, if the batteries were not fully chargedbeforehand, the controller can assess the energy requirements tocomplete the trip if the operator entered a destination, either new orprevious, and compare same with battery charge remaining. If adequatebattery power remains for the trip, no further changes are needed andthe trip can be completed on full electric power. If the battery chargeis insufficient to complete the trip with a reserve of some threshold(e.g., approximately 10 or 20%), the controller can calculate the rateof battery power consumption and the rate of recharge to determine whenthe combustion engine can be started and engaged to adequately completethe trip—assuming that at the end of the trip the battery can berecharged from external sources. If no destination is entered, thecontroller can assume the trip length is indefinite and base itscomputations of energy consumption on prior history for the area it isin, or if no prior history a predetermined factor for different areas ofthe country such as sea level, hilly, high country mountainous, heavyurban or rural can be used. Where the trip is considered as havingindefinite/unknown length the combustion engine can be started andbrought on line as desired to maintain an economical and efficient useof power on a continuous basis balancing between combustion fuel andelectric power. Although it is stated herein that the calculations foremploying the combustion engine can be made at the 80% mark, becausethat may be the level below which the batteries can more efficiently berecharged, the calculations can be made from the moment the system isturned on and continuously thereafter at regular intervals using thebattery charge level, rate of discharge and rate of recharge todetermine when the combustion engine can be engaged, unless over riddenby manually selecting battery recharge instead of automatic. Moreover,any threshold or range provided herein and may be substituted by anothervalue if implementation needs so require.

When the controller calculates and determines that the combustion enginecan be started and brought on line, the combustion engine becomes theprimary power source for the vehicle. The combustion engine is sized toprovide sufficient power to move the vehicle at max load and at apredetermined speed over level ground, e.g., 70 mph turnpike drivingplus an additional predetermined amount of power to be able acceleratethe vehicle to bring it up to speed and climb modest hills withoutlosing excessive amounts of speed. The combustion engine can be sizedwith the intent of powering a vehicle with a small fuel efficient engineto meet ordinary level driving power requirements plus an incrementaladditional amount of power for modest acceleration purposes.

When the internal combustion engine is engaged, the engine andassociated engine transmission can respond to throttle pressure orposition. The torque and RPM on the shaft from the engine prior to theelectric motor/generator/transmission is monitored, When RPM used by theoperator through the throttle position exceeds the capacity of theengine, the computer can compute the power required to increase the RPMof the shaft from its current torque/RPM level to that required bythrottle position and determines the number of stator sets to be engagedto meet the additional power requirement, the appropriate stator withinthe sets and the appropriate parallel/series winding combination to beable to increase the applied torque to the shaft at the then RPM. As theRPM increases the computer can shift stator sets and parallel/serieswindings to provide efficient use of power as it can with the electricmode above described. In this case, however, the electricmotor/generator/transmission is providing supplemental power in additionto that supplied by the combustion engine which is primary. The electricmotor/generator/transmission can come into use as described whenadditional power is required to accelerate and pass another vehicle,enter traffic flow or increase vehicle speed faster than the low poweredcombustion engine can produce. The same can be the case if a large hillis encountered and additional torque is used to maintain speed. When theother vehicle is passed or the top of the hill is reached and additionalpower to maintain speed begins to diminish, the controller can reducethe number of stator sets employed, and downshift the electricmotor/generator/transmission by shifting between stators within the setsand changing the parallel/series until the additional power requirementis no longer required and can shut down the electricmotor/generator/transmission. The controller continuously monitoring thesystem throughout to maintain efficient/economical use of power and fuelthrough the use of the electric motor/generator/transmission. This canalso apply in cases where the combustion engine is required by throttleposition to operate outside of its optimum efficiency range and thecomputer determines that there is adequate battery power to supplementthe combustion engine.

When decelerating and/or braking under combustion engine power, theoperator can reduce throttle pressure or position, the combustion enginecan be disengaged (after a predefined lag can shut down) and statoractuators in the electric motor/generator/transmission can move thestators and shift the parallel/series windings as described above. Whenthe throttle pressure is increased after decelerating or braking theengine restarts if shut down and if desired the VTMG supplements thecombustion engine with electric power as described above.

When traveling under combustion engine power and the computer determinesthat the battery charge is not being maintained sufficiently to provideauxiliary power for operations as defined by recent history of operationof the vehicle and past history for the area or destination ifavailable, the controller can engage one or more stator sets in thegenerator mode to utilize the incremental additional power during timeswhen the vehicle is operating on level ground and has such incrementalpower available within the capacity of the combustion engine. This andthe deceleration or braking mode is an area where the techniques inaccordance with the present disclosure can provide two or more statorcoils windings of different coil numbers and the ability to switch setsof wires within a stator from parallel to series to efficiently collectenergy available at optimum efficiency whether kinetic orcombustion/mechanical, it can replenish the battery charge readily andefficiently. This is accomplished by automatically switching to a lowermechanical gear, if desired, in the combustion engine transmissiondesigned for that purpose and running the combustion engine at higherRPM where drive shaft speed is consistent with typical operation butwith higher engine speed and greater torque there is excess engine powerbeing generated during straight and level non-accelerating operations tobe collected by the electric motor/generator/transmission to rechargethe batteries along with the ability to quickly redirect the power beingcollected back to the vehicle operation and further supplement it asdescribed above.

In certain instances where the difference between typical operations andpeak demand is high, the capacity of the battery system and thefrequency and level of recharge including recharge from the engine maybe insufficient to provide supplementary power for meeting extremedemands. Examples of this may be a heavily loaded truck climbing up along mountain pass or a military patrol boat that is normally on patrolat idle or slow cruise speeds and then goes into a high speed chase orother extreme military maneuver. In such instances a third power sourcemay be desirable. In the case of a truck it might be a second dieselengine powering a second electric motor/generator/transmission unit thatcan independent from the primary electric motor/generator/transmissionrecharge the batteries or provide additional power to the primaryelectric motor/generator/transmission controlled from the primarycomputer. In the case of a patrol boat it could have twin diesel enginespowering propellers or other propulsion units such as water jets eachwith an electric motor/generator/transmission arranged as shown for thehybrid vehicle and its engine and a third larger jet turbine engine witha third larger electric motor/generator/transmission providingelectrical power to the two primary electricmotor/generator/transmission units or power to recharge the batterybank.

For use in industrial motor functions, the disclosure can slowly engagethe stator actuation and shift windings from high torque/low speed tohigh speed lower torque in order to “soft start” in heavy use situationssuch as large air conditioning, piston compressors, conveyors, largewater pumps and hydraulic pumps. This can help conserve energy and costas the initial power spike can be lessened and lower maximum amperagedraws from the power company can result in a lower power bill.

Generally, any of the functions described herein can be implementedusing hardware (e.g., fixed logic circuitry such as integratedcircuits), software, firmware, manual processing, or a combinationthereof. Thus, the blocks discussed in the above disclosure generallyrepresent hardware (e.g., fixed logic circuitry such as integratedcircuits), software, firmware, or a combination thereof. In the instanceof a hardware configuration, the various blocks discussed in the abovedisclosure may be implemented as integrated circuits along with otherfunctionality. Such integrated circuits may include all of the functionsof a given block, system, or circuit, or a portion of the functions ofthe block, system, or circuit. Further, elements of the blocks, systems,or circuits may be implemented across multiple integrated circuits. Suchintegrated circuits may comprise various integrated circuits, including,but not necessarily limited to: a monolithic integrated circuit, a flipchip integrated circuit, a multichip module integrated circuit, and/or amixed signal integrated circuit. In the instance of a softwareimplementation, the various blocks discussed in the above disclosurerepresent executable instructions (e.g., program code) that performspecified tasks when executed on a processor. These executableinstructions can be stored in one or more tangible computer readablemedia. In some such instances, the entire system, block, or circuit maybe implemented using its software or firmware equivalent. In otherinstances, one part of a given system, block, or circuit may beimplemented in software or firmware, while other parts are implementedin hardware.

Although the subject matter has been described in language specific tostructural features and/or process operations, it is to be understoodthat the subject matter defined in the appended claims is notnecessarily limited to the specific features or acts described above.Rather, the specific features and acts described above are disclosed asexample forms of implementing the claims.

What is claimed is:
 1. A propulsion system comprising: a propulsionsystem comprising: a propulsion device; an engine to selectively powerthe propulsion device; a variable torque motor/generator/transmission toselectively power the propulsion device, the variable torquemotor/generator/transmission comprising: a stator support extendinglongitudinally in a first direction, the stator support having a firststator and a second stator spaced apart from the first stator in thefirst direction, a longitudinal support structure extending in the firstdirection, and an interactive field element slidably coupled with thelongitudinal support structure to translate along the longitudinalsupport structure; an energy storage device to store energy for powerthe variable torque motor/generator/transmission; and a controller toselectively operate the propulsion system in a first mode where thevariable torque motor/generator/transmission supplies power solely tothe propulsion device, and a second mode where the engine supplies powerto both the propulsion device and the variable torquemotor/generator/transmission, where the variable torquemotor/generator/transmission supplies energy for storage in the energystorage device when the propulsion system is operated in the secondmode.
 2. The propulsion system as recited in claim 1, wherein theinteractive field element is slidably coupled with the longitudinalsupport structure to translate along the longitudinal support structureparallel to its axis of rotation between at least one of: a firstorientation where the first stator is engaged with the interactive fieldelement, a second orientation where the second stator is engaged withthe interactive field element, or a third orientation where neither thefirst stator nor the second stator is engaged with the interactive fieldelement.
 3. The propulsion system as recited in claim 1, wherein atleast one of the first stator or the second stator comprises at leastone of an outer ring or an inner ring with respect to the interactivefield element.
 4. The propulsion system as recited in claim 1, whereinthe interactive field element comprises at least one of a permanentmagnet or an electromagnet.
 5. The propulsion system as recited in claim1, wherein the first stator comprises a first wire winding having afirst winding configuration and the second stator comprises a secondwire winding having a second winding configuration different from thefirst winding configuration.
 6. The propulsion system as recited inclaim 1, wherein the longitudinal support structure comprises a centralshaft with the first stator and the second stator of the stator supportdisposed around at least a portion of the central shaft.
 7. Thepropulsion system as recited in claim 1, further comprising at least asecond interactive field element slidably coupled with the longitudinalsupport structure to translate along the longitudinal support structureparallel to its axis of rotation between the first stator engaged withthe second interactive field element, the second stator engaged with thesecond interactive field element, and neither the first stator nor thesecond stator engaged with the second interactive field element.
 8. Thepropulsion system as recited in claim 7, further comprising at least athird interactive field element slidably coupled with the longitudinalsupport structure to translate along the longitudinal support structureparallel to its axis of rotation between the first stator engaged withthe third interactive field element, the second stator engaged with thethird interactive field element, and neither the first stator nor thesecond stator engaged with the third interactive field element.
 9. Thepropulsion system as recited in claim 2, further comprising an actuatorconfigured to move the interactive field element between the firstorientation, the second orientation, and the third orientation.
 10. Thepropulsion system as recited in claim 9, wherein the actuator comprisesat least one of a solenoid, a linear motion screw, a pneumatic cylinder,or a hydraulic cylinder.
 11. The propulsion system as recited in claim1, wherein each of the first and second stators includes a ring of corescircumscribing a central stator axis, wherein each phase of the ring ofcores is wound with two or more non-twisted wires, in parallel with oneanother other, separated at a switchable center tap.
 12. The propulsionsystem as recited in claim 11, further comprising: electronicallycontrolled switches configured to selectively connect the two or morenon-twisted wires in parallel or series.
 13. The propulsion system asrecited in claim 12, wherein the electronically controlled switches areconfigured to connect the two or more non-twisted wires of each phaseall in parallel, producing a first torque/speed.
 14. The propulsionsystem as recited in claim 12, wherein the electronically controlledswitches are configured to connect the two or more non-twisted wires ofeach phase all in series, producing a second torque/speed.
 15. Thepropulsion system as recited in claim 12, wherein the two or morenon-twisted wires include multiple sets of two wires, wherein theelectronically controlled switches are configured to connect the twowires of each set in parallel and are configured to connect the multiplesets in series with one another, producing a third torque/speeddifferent from all parallel and all series configurations of the two ormore non-twisted wires.
 16. The propulsion system as recited in claim12, wherein the two or more non-twisted wires include multiple sets ofthree wires, wherein the electronically controlled switches areconfigured to connect the three wires of each set in parallel and areconfigured to connect the multiple sets in series with one another,producing a fourth torque/speed different from all parallel and allseries configurations of the two or more non-twisted wires.
 17. Thepropulsion system as recited in claim 1, wherein the propulsion systemcomprises a hybrid propulsion system.
 18. The propulsion system asrecited in claim 1, wherein the engine comprises at least one of aninternal combustion engine or a battery.